Flight International Magazine 1930-05-30

No. 1118. (Vol. XXII. No. 22.)

May 30, 1930

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CONTENTS

Editorial Comment : page

Amy Johnson’s Success . . . . . . . . . . , .

The Graf Zeppelin . . . . . . . . . . . . . . .S76

Loudon's Air Port . . . . . . . . . . 576

Miss Amy Johnson's Flight .. .. .. .. .. .. 577

Fokker F. IX. SgU

Airships .. .. .. .. .. .. .. .. .. .583

A irisms from the Four Winds .. .. .. .. .. .586

The Aircraft Engineer . . .. .. .. .. .. .. 586a

Private Flying and Club News 587

Air Transport .. .. .. .. .. .. .. .591

Visit to Bristol Works . . . . . . . . . . . . . . .59.3

Correspondence .594

Royal Air Force . . . . , . . . . . . . . . . . 595

Croydon Weekly Notes .. .. .. .. .. .. .. .595

Doping Without a Shop .. .. .. .. .. .. .. .596

DIARY OF CURRENT AND FORTHCOMING EVENTS

Club .Secretaries and others desirous of announcing the dates of important
fixtures are invtted to send particulars tor inclusion in this list —

1930

May 29-
June 14
May 31 .
June 1 ,
June 8-9 .
June 8-1.5 .
June 9
June
June
June
June
June
June
June
June
June
July
July 17-23
July 19 . .
July 19 ..
July 19 . ,

July 20-
Aug.7
July 26 .
July 31 .
Sept. 1-6
Sept. 6
Sept. 6-28
Sept. 20 .,
Sept. 27 .,
Nov. 28-
Dec. 14

9

12

13

14
21
21
26

27

28
5

Royal Tournament, Olympia.

Official Upenlnp and Air Pafteant, Bristol Airport.
Ashwell- Cooke Challenge Cup, Lympne.

Vincennes Aviation Meeting.

F.A.I. Conference, Paris.

NJ^.S. Air Meeting, Reading.

Northampton Flying Meeting.

Isle of Wight Flj^g Club Meeting. Shanklin.

Njr.S. Air Meeting. Nottingham.

Manston Garden Party.

Household Brigade Flying Club Meeting at Heston.
Air Rallye at HtUdon Aerodrome, Teignmouth.
Ipsvrich Air Pageant.

R.AR. Dinner Club Annual Dinner.

Royal Air Force Display, Hendon.

King's Cup Race and Hanwortb Air Pageant.

•* British Week •• at Antwerp Exhibition.

N JT.S. Flying Meeting, Leeds.

NJ'.S. Flying MeeUng, Hall.

Air Pageant at Hanworth, In Aid of National Birth-
day Trust Fund.

International Light 'Plane Tour of Europe, starting
from Berlin.

Norwich Plying Meettim.

Entries close for 1931 &hoelder Trophy Contest.

Sth International Air Congress at The Hague.
Opening of Ratcllfte Aerodrome, Leicester.

Aero Exhibition, Stockholm, Sweden.

Liverpool Air Pageant.

N.F.S. Air Meeting, Hanworth.

Paris Aero Show.

EDITORIAL COMMENT

the whole world breathed a
sigh of relief when the news came
through that Miss Amy Johnson had
safely reached Australia. Frankly, it
had been disquieting to read of the
fatigue to which she had confessed
after her quite terrifying experiences
in crossing the Dutch East Indies.
There is also such a thing as fatigue of metal, and
her Gipsy engine had been worked very hard since
she left England. The Moth, too. had had to put
up with some rough usage. None of the
, three factors necessary to success can
SucceiTs* quite that fine fettle which

is desirable before a landplane with a
single engine takes off to fly for four or five hundred
miles across the open sea. But all went well. The
Moth and the Gipsv lived up to their reputations, and
the plucky pilot die not fail. Fortune, in this case,
favoured the brave, though the fickle goddess has
not always, alas ! Ixen so kind to those who take
great risks in the air We do not approve of such
risks in a landplane over the sea ; but as all has ended
happily, we gladly join in the pa:an of praise w’hich
the whole world is singing to Miss Amy Johnson. She
is undoubtedly a very fine pilot and navigator, as
weU as being the only Bntish woman to hold a ground
engineer’s certificate. P is her ability even more
than her courage which awakes our admiration, for,
while adventurous pilots are many, those who have
the skill to win through are stiQ a minority.

We arc proud that Miss Johnson is of British birth
and blood, but there is a significance in the fact that
her grandfather came to England from Denmark.
This puts her into the same class as Erik Nelson, the
American Swede, who was one of the two first men
to fly round the world ; as Lindbergh, the American
Swede, who was the first man to fly solo across the
Atlantic ; as Ben Eielson, another American of Norse
extraction, who was the first man to fly across the
Arctic Ocean ; as Bemt Balchen, who was Byrd's
second pilot on his Atlantic flight, and as Amunsen
himself. That Viking spirit will out.

FLIGHT, May 30. 1930

The German airship “ Graf Zeppelin,” it seems
impossible to avoid saving, has done it again. She
has only failed once, and that was the fault of the
engine department, not of the airship. Her progress
across the south Atlantic from Spain
to Brazil, has been as uneventful as we

Zeppelin could wish that all air journeys should
be. She met head winds, not only when
crossing the ocean, but also when living soutb from
Pernambuco to Rio de Janeiro, and so her progress
was not as fast as it might have been. But, so manv"
people have never crossed the south Atlantic so fast
before, and so the flight has made historv'. Had this
airship a better streamline shape, she wo^d probably
have progressed faster than she did against the un-
favourable winds. Her shape was not selected as the
result of wind tunnel tests, but was imposed upon
her designers by the height of the only construction
shed which was available. The next German airship,
we are assured, will have a fineness ratio resembling
that of the two British rigids.

This is the first time that an airsliip has crossed
the Equator ; it is the first time that an airship has
visited the native land of Santos Dumont ; and it is,
we believe, only the second time that an airship has
flown into the Tropics. The only previous Tropics
flight on record is that of the Zeppelin L 59, which
started from Jamboli in Bulgaria for Tanganyika on
Nov. 16, 1917, and covered 2,(KM) odd miles of Africa
before she was recalled by wireless. There is an un-
doubted risk in taking an airship which is inflated wdth
hydrogen and whose engines are driven by petrol or any
other inflammable fuel into the intense heat of the
Tropics. The “ Graf Zeppelin ” has suffered nothing
from the exj>erience except a somewhat rapid ev’apora-
tion of water. It is a principle, however, when estimat-
ing a performance in the air, not to accept one success
as proof, or one failiure as disproof, of the legitimacy
of the feat. The record of the Zeppelins in the war
impresses us with the general safety and reliability
of hydrogen-petrol airships in temperate chmates.
The two successful flights through the Tropics do
not prove that it is desirable to take such airships
into intense heat. It is our belief that the use of heavy-
oU fuel makes the difference between safety and
danger, and for that reason it is R 101 and not R 100
which has been selected for the flight to India.
Dr. Eckener, when he was in England some time ago,
expressed his belief in helium gas for inflation, and
believed that he could get it in sufficient quantities.
He did not say at what price. Even if that gas could
be obtained at a commercial rate, it is no light matter
to sacrifice some 5 per cent, of an airship’s hft. For
the present, at any rate, the best road to safety seems
to he in the development of the Diesel engine.

One Very interesting feature of the voyage of the
“ Graf Zeppehn ” is the use of portable and presum-
ably cheap stump mooring masts. One of these was
sent to ^vdlle and erected there, and another to
Pernambuco. At these masts the airship was able to
refuel, and, we presume, to refill her gas bags. At Rio,
as at Cardington, the " Graf Zeppehn ” was held
down by a landing party. The good people of Rio
were very disappointed that she only stayed aground
for some two hours ; but an airship captain cannot
be anxious to spend too long at a human mooring
mast. The use of these stump masts opens up new

possibihties for the use of airships. The ships are not
tied, as w’as generally thought, to the five or six air-
ports in the world where fuU-sized towers have been
erected. The stump mast, we imagine, would not be
a safe mooring in a heav>' gale, such as the one which
R 101 rode out at Cardington, but in places where the
weather is generally favourable it can make occasional
• visits possible. They may well prove useful in the
I future for intermediate ports of call on regular airship
routes. Doubtless the present form of the mast is
experimental. It may well come about that the moor-
ing tractor, of the kind which is to be developed
at the Royal Airship Works to move an airship from
the tow'er to the shed, will prove the best form of
temporary mooring for an intermediate port of Ccdl.
But, working with the means at the disposal of the
Zeppelin Company, Dr, Eckener and his collaborators
have carried out an interesting and useful experi-
mental flight. In some respects they have had good
luck, but they none the less deserve congratulations
on their achievement.

A deputation from the Air Ministiy consisting of
Mr. Montague, Under Secretary for Air, Sir Sefton
Branckcr, and Maj. R. Mealing, has been in consul-
tation with the Parks and Open Spaces Committee
of the L.C.C. to consider the question
® of a central airpi;rt for London. This
Port is not intended to supersede Croydon,
but to supplement it. Three open
spaces are to receive serious consideration, namely,
Hyde Park, Regent’s Park, and Battersea Park.

It is admitted on aU sides that the 40 min. which
it takes to get from Charing Cross to Croydon con-
siderably detracts from the utility of air .services
over short distances, such as a trip to Paris, though
the additional time is of no importance to a passenger
bound for India or South Africa. The traffic on the
short sendees has been growing steadily, but these
services must always be of ver\' small moment com-
pared with the far-flimg Empire routes. The great
parks of London are of such immense importance, not
only to the health of the population, but to the happi-
ness of their lives, that the idea of converting one of
them to a utilitarian purpose will probably fill every
lover of London with horror. An aerodrome is
not jesthetically offensive as a railway station is, md
it does not pollute the atmosphere with smoke.
But can anyone picture a hangar on the site of the
Arsenal, the Serpentine filled in and converted into a
tarmac rim-way, a stop put to Mr. Lansbury’s mixed
bathing scheme, and the abolition of the ducks and
Peter Pan ? It is true that the removal of Rima
might almost reconcile us to the idea, but on the whole
deal the citizens’ gain would not outbalance their loss.
Or, take Regent’s Park. Must the roaring of the
African lions and the Brazilian jaguars give way to
the music of their Napier and Armstrong-Siddeley
namesakes ? The gods forbid ! Seriously, we believe
that nothing would, at the moment, however opinion
may swing round later on, bring air transport into
such general disfavour as an interference with the
London parks. Some other solution of the problem
will, we trust, be found. Have all the possibilities
of an amphibian feeder service between Croydon and
the Thames been explored and rejected ?

firTHni

576

FLIGHT, May 30, 19:J0

AMY JOHNSON'S TRIUMPH

ENGLAND—

M ISS AMY JOHNSON, flying her Gipsy
Moth, arrived safely at Darwin in
Australia on Empire Day, May 24,
thereby completing the first st)lo flight by a
woman in a light aeroplane from England
to Australia. Her pluck and her unexp>ected
skill have captured the public imagination to
an unprecedented degree. In herself she is a
modest but very earnest young woman of
22, a native of Hull, where her father is
prominently identified with the fishing
industry. Her paternal grandfather, Anders
Jorgensen, was a Dane, bom at Ai»ens,

Fyen Island. When he was 16 years old he
came to Hull in a sailing ship and settled there
and his name naturally became Johnson.

His sister is still alive, and lives in Copen-
hagen. Anders Johnson married a Yorkshire
woman named Mary Ann Holmes. Mr.

Johnson senior is now a widower and lives
at Bridlington. He had several sons, one of
them being the father of our present heroine.

On hearing of his daughter’s safe arrival, her
father sent a wireless message to the fishing
fleets in the North Sea, telling them that
.\my has the blood of the trawling indu.stry
in her veins.

Miss Amy Johnson is a B.A. of Sheffield
University and took up flying, at Stag Lane
.\erodrome, two years ago. She made her
first solo on June 9 last year and subse-
quently gained an .Air .Ministry ground
engineer's licence, being the first woman to
do so.

The story of Miss Johnson’s flight is
briefly recorded in the foUownng daiiy log.

May 5. Croydon-Vienna (800 miles).

— Miss Johnson was on Croydon Aerodrome
at dawn, ready to get away. A minor
adjustment to an oil pipe, however, caused
slight delay, and she did not .start until
7.45 a.m. At 5.50 p.m. she landed at the A.spemc -Aero-
drome, V ienna, having accomplished the journey non-stop,
with good weather and wdthout incident.

May 6. Vienna-Constantliiople (800 miles). — Starting
off early from the Aspeme Aerodrome, Miss Johnson made
another fine non-stop flight to Constantinople, where she
landed on the San Stefamo Aerodrome in the evening, being
received by the Turkish commander. She reported that
weather conditions were fine except for bad rainstorms
over the Balkan mountains. Although she had been
12 hours in the air Miss Johnson at once put in three hours
or so overhauling her Gipsy-Moth.

May 7 . Constantinople- Aleppo 1 550 miles). — Although
ready to start at dawn, another short delay was caused by
a minor adjustment. However, she got away at 10.30 and
managed to reach Aleppo in the evening. En route she
experienced some trouble in crossing the Taurus Mountains,
at about 8,000 ft., with the heavily-laden machine. 'Visibility
was bad, and flying through dense clouds she followed the
railway line through the narrow pass and eventually
succeeded in overcoming the obstacle.

May 8. Aleppo- Baghdad (470 miles). — An exciting
day ! Mid-way between Aleppo and Baghdad Miss Johnson
eiKountered a violent gale, which brought her down from
7,000 ft. to about 300 ft. in the space of 10 minutes. Dense
clouds of sand at this altitude rendered vi.«dbility practically
decided to land in the desert. This she accom-
plished safely, and blocking the wheels of the machine with
luggage, tool boxes, etc., and covering up the *’ Gip.sy "
as TOst she could, she waited for conditions to calm down
A ^ most uncomfortable two hours — expecting

.Arabs to swoop down at any moment ! — the stonn abated
^ started off once more. Visibility was
rK * flying eastwards she managed to pick up

which she followed until the junction with the
•ala gave her her position — which was some 10 miles

AUSTRALIA

MISS AMY

(Flight Photo.)

I 9 - -

.south of Baghdad. It wa,s then an easy
matter to make her destination, and shortly
after she made an excellent landing at the
Imperial Airways Aerodrome at Baghdad.
The staff, more or less taken by surprise
by her arrival, turned out in force, and after
giving her an enthusiastic welcome, turned
their attention to the ” Ja.son Wanderer "
whilst its owner obtained some much-
needed refreshment and rest.

May 9. Baghdad- Bander Abbas (830
miles). — The journey from Baghdad to
Bander Abba.s wa.s uneventful except for
the terrific heat along the Persian Gulf, and
that on landing at Bander Miss Johnson
had the misfortune to break a front strut
bolt. The latter damage, however, was soon
repaired, and the machine was got ready for
an early start for Karachi next morning.

May 10. Bander Abbas-Karachi (730
miles). — Starting at daybreak Miss Johnson
made another long hop to Karachi, when
she received an enthusiastic welcome on
landing. By reaching Karachi in six days,
she set up a new record for a solo flight from
England to India, beating Bert Hinkler’s
time for the journey bv two days.

May 10. Karachi-Jhansi (740 miles).
— Before leaving Karachi with the intention
of flying to Allahabad, Miss Johnson was
garlanded and handed a bouquet by the
chief officer of the Karachi Municipality.
She set out eventually accompanied for a
part of her way by an escort of a Royal Air
Force machine and another D.H. " Moth "
pOoted by Wing-Corn. Crosby, the local De
Havilland agent. The journey before her
JOHNSON. was considered to be one of the most
dangerous stages of her flight. She made
a plucky effort to reach Alahabad, but lack
of fuel forced her down at Jhansi, a little
over 200 miles short, on the Parade Ground, and in landing
the machine crashed into a post and damaged a wing. This
was repaired on the spot and she was able to proceed early
ne.\t morning.

May 12. Jbansi-Allahabad-Calcutta (690 miles). —
Miss Johnson arrived at .Allahabad from Jhansi early in
the morning, and after refuelling left without delay for
Calcutta. She arrived at Dumdum .Aerodrome, Calcutta,
in the evening after encountering strong head winds on the
way.

May 13. Calcutta- Insein, Rangoon (650 miles). — An
unlucky day ! In spite of bad weather reports she left
Calcutta for Rangoon at 7 a.m. Up to Akyab conditions
were pleasant, but after this she ran into strong head winds
and rainstorms. The Yomas Range was crossed at about
1,200 ft., but visibility became so bad she had to descend
to about 200 ft., and following the coast, tried to locate
Rangoon. This she was unable to do, and after flying about
for some time she decided to land in a suitable-looking
field she had sjKitted. This proved to be Insein playing
fields, some 10 miles from Rangoon, where she made a
perfect landing, but while taxying the machine ran into a
ditch, and the wings, landing chassis and propeller were
smashed. Fortunately the damage was not very serious,
but repairs occupied two days, so that Miss Johnson’s chance
of beating Bert Hinkler’s time for the flight to Australia
was now out of the question.

May 16. Rangoon- Bangkok (370 miles). — The "Jason
Wanderer,’’ having been taken to Rangoon .Aerodrome,
repaired and fitted with the spare propeller. Miss Johnson
continued her flight on the 16th after a short test. She
took off in heavy rain, and experienced an extremely
boisterous journey to Bangkok. She had great difficulty
in finding a passage through the mountains from Burma
into Siam. After several attempts she succeeded in findinS
a ivay through, but she was unable to pick up any landmarks

577

FLIGHT, May 30, 1930

Sketch Map of Miss Johnson’s route to Port
Darwin.

for several hours. Eventually she located the railway
junction near Ayutha, and W 2 is able to make Bangkok — but
almost dead beat.

May 17. Bangkok-Singora. (400 miles.) — Undaunted
by her previous day's experiences, our " Johnnie " continued
her plucky fight with fate and the elements, and left Bangkok
early in the morning, with the intention of flying non-stop
to Singapore, nearly 900 miles. Strong head winds over the
Gulf of Siam, coupled with the fact that the new propeller
Wcis not giving the best of results, prevented this, however,
and she had to land at Singora, on the east coast of the Malay
Peninsula, with only about half the distance accomplished.

May 18. Singora-Singapore. (470 miles.) — Miss John-
son completed the next stage to Singapore without incident,
being met just before reaching the aerodrome by two " Moths”
from the Singapore Club, which escorted her into the 'drome.
Having landed she at once proceeded to the R.A.F. officers'
mess, w’here she had a meal and a rest. Meanwhile, the
Singapore Club fitted a new starboard lower plane to her
machine.

May 19. Singapore- Tjomal. (800 miles.)— Once

again Mi^ Johnson's original plams could not be fulfilled ;
leaving Singapore at 6.10 a.m., she intended to fly to Soura-
baya (about 1,000 miles), but the propeller handicap) — she
dared not fly at full sj>eed for long with the unsuitable prop,
for fear of overheating the engine — and so, when over
Tegal, Central Java, she found she was running short of
fuel. She look^ for the emergency landing ground estab-
lished near here, but could not find it ; however, she picked
out a small field which had been cleared for a house on the
Tjomal sugar estate, near Pekilongan, and succeeded in
making a perfect, but difficult landing. She was received
by the manager of the estate, who, with his employees, helped
in refuelling and preparing the machine for the next day's
flight Miss John.s<jn, having telephoned to Samarang
(which was under an hour's flight aw-ay) spent the night on
the estate as guest of the manager. When she landed some
bamboo poles tore holes in the lower planes, but these were
temporarily replaced with adhesive tape !

May 20. Tjomal- Samarang- Sourabaya. (200 miles.)
— Leaving Tjomal at 8.45 a.m.. Miss John.son flew on to
Samarang, proceeding shortly after, accompanied by a Dutch-
Indies mail 'plane, to Sourabaya, where she received a very
hearty greeting from crowds of pieople on the aerodrome.
A day was sp>ent at Sourabaya repairing the damaged planes
and making certain adju.stments to the magneto — the hard
working of the engine during the past few days having had
their effects on certain parts, otherwise the engine, as a
whole, was standing up to the strain magnificentlv.

May 22-3. Sourabaya-Atambua (Halilulik). (900
miles.) — All being satisfactory with machine and engine the
flight was resumed at 6.5 a.m., the objective being Atambua
However, after having been seen passing over Bima during
the morning, nothing more was heard of Miss Johnson until
she was long overdue at Atambua — and naturally some
uneasiness was felt for her safety. It was not until the next
murmng that news came through that she had landed at the
village of Halilulik, about 12 miles from Atambua, where
there was no tel^honic communication. Her landing here
was quite romantic, for as the machine came to rest, numbers
of savage-looking natives, wdth swords and sp>ear8, rushed up.

alarming her considerably at first. They proved to be quite
friendly, however, and one took her hand and led her to the
local church, where the priest received her and whore she
Stayed the night. News of her safe landing was received
at Atambua just in time to stop the departure of two Uomier
Wal seaplanes which were being sent out to search for her.
On May 23 she flew on to Atambua and prepared for the final
stage, 500 miles across the Timor Sea. to Australia.

May 24. Atambua-Port Darwin. (500 miles.)— On
Empire Day Miss .4my Johnson brought her remarkable and
historic flight to a successful conclusion, having flown 9,900
miles from England to Australia in 19J days. When she left
Atambua weather conditions were perfect and she made
g<H)d progress across the water. Midway she passed over the
Shell Co.’s oil tanker Phorus, which wireless^ the news to
Port Darwin. Forthwdth several machines set out from
Fanny Bay Aerodrome to meet her ; they failed to locate her,
however, and at about 3.30 p.m. she appeared off Port Darwin
alone. Shortly after she made a graceful landing on the
'drome, amid enthusiastic cheers from the large crowd
gathered there to welcome her. .After a formal welcome by
the Government Resident on behalf of the Commonwealth of
.Australia she was driven to Government House, where she
was given a civic reception, and .sta 3 'ed as guest of the
Government before proceeding south. Here, with the help of
a secretary, she attended to the many messages of congratu-
lation that came in.

CONGRATULATIONS

Congratulations on the successful conclusion of her flight
to Australia have reached Miss Amy Johnson from all
quarters. Here are some of the messages and views
expressed ; —

H.M. The King : The Queen and 1 are thankful and
delighted to know of Miss Johnson's safe arrival in Australia
and heartily congratulate her uf>on her wonderful and
courageous achievement.

Mr. Hamsay MacDonald : My heartiest congratulations on
your wonderful achievement. We have followed your flight
with the keenest interest and admiration. We are vert'
proud of you.

Lord Thomson, Secretary of State for Air: On behalf of
the Air Council I send warmest congratulations on the
completion of your magnificent flight. As the first woman
pilot to fly to Australia you have achieved an outstandin)(
feat of s^l and endurance, and we have watched with
admiration the coolness and courage which have carried
you through to your goal in the face of unforeseen difficulties.

■X

■ )

Flight, May 30, 1930

“ AMONGST THOSE PRESENT ’*

Contributing towards the success of Miss Amy Johnson’s
flight to Australia are numerous " incidentals.” We cannot,
for various reasons, go ver>' fuUy into this matter, but we
give below some of the principal and necessary helpers.

The Machine and Engine. — ^The Jason Wanderer G-
AAAH was a De Havilland “ Moth ” fitted with a " Gipsy ”
engine. It was originally owned by Capt. W. L. Hope,
who used it, amongst other things, for the flight to Kenya
and back to bring to London photos of the Prince of Wales.
It has, therefore, seen other service besides this flight. The
Magnetos were B.T.-H., and these functioned perfectly
throughout, and only minor trouble connected with ignition

entirely outside the magneto itself was experienced. K.L.G.
Plugs were sparkling as ever.

Hoffmann Ball Bearings were used in the “Gipsy” engine,
while the propeller was supplied by the Airscrew Co., of
Weyhridge, Surrey. As usual, the Titannle-Emalllite dope
stood up well to the ever-changing climatic conditions, as
did the Dunlop tyres, and the Nachmann plywood supplied
by Nachman Kremer and Sons.

Miss Johnson’s wonderful navigation throughout the
flight was assisted by Smith’s Instruments suppUed by
S. Smith and Sons (M.A.), Ltd., and hy Stanford Maps.
The all-important matter of fuel supplies was looked after
by Shell Mex, and finally Wakefield’s Castrol helped
matters to run smoothly for Miss Johnson.

At Jhansi : An officer helps to start Miss Johnson’s engine. (Times Copyright Photo.)

“DEA EX MACHINA”

.An incident in Miss Johnson’s Flight
(From An Eye-Witness)

I N fThe Times for May 28 there appeared a delightful little
human story of Miss Amy Johnson’s adventure at
Jhansi, which through the courtesy of our contemporary
we are able to record below.

"-At 4,30 p.m. on May 11, before the inhabitants of a
certain Indian Plains Station had aroused themselves from
their afternoon search for sleep, an aeroplane appeared out of
the skies. It circled round the station twice, appeared to
land, rose again and departed in an e«isterly direction.

“ -About half an hour later, the station now being awake
again, the Colonel, standing on his verandah, undecided
whether to ride or watch the hockey match, suddenly espied
the ’plane coming from the East. .As he watched it he saw
that all was not well with it. Hastily, he gathered twigs and
dry grass and attempted to light a fire, hoping that the column
of smoke would indicate the wind’s direction and help the
aviator to land.

" But it was too late— the ’plane was down. Down on the
regimental parade ground and charging at high speed towards
the barracks. It twisted its way round trees, barely missed
an iron telegraph post, scattered a group of men waiting to
mount guard, smashed into the name board outside the
regimental office, and then came to rest wedged between two
of the barrack buildings. There was a race to reach it.

“ From the cockpit climbed a figure. It was a girl — young,
almost a child, fair, wearing only a shirt, an ill-fitting pair of
hn^i shorts, socks and shoes, and a flying helmet. The
skm on her face, arms and legs was burnt and blistered by
the sun, and tears were not far from her tired eyes. Thie

Colonel, advancing towards the unexpected visitor, with a
welcoming smile, said ; — ‘ C.nod afternoon. Miss Johnson ! ' ”
'■ ■ I am two Aar'S ahead of Bert Hinkler’s time so far,’ she
said. ‘ and now I’m afraid everr-thing is ruined.’ Inspection
of the 'plane, however, reveal^ that the damage was not
irreparable, and a new light of battle appeared in her eyes.

" There was much to be done. The broken wing must be
mended, the old oil replaced by new petrol procured and
poured into the almost empty tanks. Nuts and screws mu.st
be tightened and adjusted, and the sparking plugs changed.
By this time a little army of willing helpers had collected,
and each proudly played his small part in this epic of the air.

.About 9 p.m. a halt was c^ed. Miss Johnson was
rushed in a car to a bungalow near by, where a bath and a
change of clothing await^ her. Then dinner — ^no elaborate
banquet. ‘ I left London six days ago,’ she said, ‘ and haven’t
once had more than three hours’ sleep.’ And a little later,

‘ This is my first meal to-day.' Wine was passed round and a
simple toast was drunk to the heroine. The mess visitor's
book was produced and, for the first time, a woman’s name
was inscribed on its pages.

“ Then back to the cars and up to the Lines to make all
ready for an early start the next morning. A small crowd of
Indian women had collected round the ’plane. They begged
that this ‘ Miss Sahib ' would just touch them with her hand,
a request which, tired as she was. Miss Johnson cheerfully
acceded to. Then while she slept on a chair, later replaced
by a ‘ charptiy,’ mere man proved himself capable of fiUing-up
with the 42 gallons of aviation spirit — and all was ready.

“ Refreshed by sleep, cheered by the goodwill and heartfelt
admiration of her fellow -countrjTnen, early the next morning
Miss Amy Johnson made a perfect take-off for her next hop to
Calcutta.”

579 b2

FLIGHT. May 30, 1930

THE FOKKER F.IX. : This machine has recently been put on the England-Holland service by the K.L.M.
*• (Flight Photo.)

THE FOKKER F.IX

Three “ Jupiter ” Engines

O NE of the most progressive airlines in Europe is the
K.L.M. (Royal Dutch Airlines), and it is quite in
keeping with the policy of the company to lose no
time in putting into service the latest and most up-to-date
machines as soon as these become available. It may be
recollected that last autumn Mr. Anthony Fokker paid a
short visit to England, arriving in his latest t\*pc of com-
mercial machine, the F.IX. This machine has now been
acquired by the K.L.M. and put on the England-Holland air
route. Last week we published a photograph of the cabin
of the F.IX, which is quite unusually comfortable, what
«eith its well-upholstered seats, adjustable head rests, ample
leg room, and comparatively little noise. The days when,
as Captain Hill put it, operating companies were content to
“ charge double first-class fare for fourth-class accommoda-
tion " are rapidly disappearing, and the Fokker F.IX marks
a new milestone along the road to really comfortable, as
well as rapid, air transport.

Although of typical Fokker lines, and with a strong resem-
blance to the famous F.VIl 3 m., the F.IX is something rather
more than a mere enlargement of the older type. Of the
more important changes it may be pointed out that the
pilot's cockpit is farther forward, with a corresponding gain
in- view, while the rear portion of the fuselage has been
raised so as to get a more favourable angle for landing.

In the matter of structural features, the Fokker F.IX is
quite similar to previous models, the two main forms of
construction employed being all-wood wing and welded-steel
tube fu.selage.

The Fokker methods of construction being so well known
it is superfluous to go into detaib concerning them, and one
may at once turn to the features which will most interest
the operator and user of aircraft. From the former’s point
of view, such items as ratio of gross to tare weight, range,
cruising speed, pay load cind so forth, are the most interesting.
The F IX, as fitted with three Gnome-Rhone " Jupiter *’

! FOKKER F.IX

Weights j

Tare (fully equippedl. .

12,012 lb. (5,460 kg ). I

Three “

Jupiter ” Engines

Crew (2)

353 lb. (160 kg ). i

Fuel (approx. 5 J hrs.) . .

2,953 lb. (1,340 kg.). 1

Dimensions

Oil

286 lb. (130 kg.). |

Length o.a.

63 ft. 4 in. (19 ‘3 m.)

Passengers and luggage

4,232 lb. (1,925 kg.). I

Height . .

. 15 ft. 9 in. (4-8 m.).

Gross weight . .

19,836 Ib. (9,000 kg.).

Wing span

. 89 ft. (27-15 m ).

Wing loading . .

17-81b./sq. ft. (87-25 kg. m.»). i

Wing area

. 1,109 sq. ft. (103 m.*).

Power loading. .

13-2 Ib./h.p. (6 kg./CV). 1

I Wheel track

. 23 ft. (7 m ).

Performance

length of cabin

19 ft. (5-8 m.).

Maximum speed

130 m.p.h. (210 km./hr.).

Width of cabin

. 6 ft. 11 in. (2- 1 m.).

Cruising speed . .

107 m.p.h. (172-5 km./hr.). 1

Height of cabin

. 6 ft. 3 in. (1 -9 m.).

Minimum speed

67 m.p.h. (108 km./hr.). ,

Cajjacity of : —

Climb to 3,280 ft.

1,000 m. in 7 min.

Cabin

. 812 cu. ft. (22 7 m.*).

Climb to 6,560 ft.

2,000 m. in 16-5 min.

Forward hold

. 49-5 cu. ft. (1-4 m.*).

Climb to 9,840 ft.

3,000 m. in 31 min.

Hold under cockpit

. 35-3 cu. ft. (1 m.^).

Service ceiling ; —

Aft hold

1 13 cu. ft. (3- 16 m.*).

Gross w>t. 8,000 kg. . .

15,416 ft. (4,700 m ).

Lavatory .. .. 82 cu. It. (2*29 m.^).

Gross wt. 9,000 kg. . .

11,808 ft. (3,600 m.).

Absolute eettrng : — n

V ir

Engines

Full gross weight . .

On 2 engines, 3^936 ft. ( 1 ,200 m.)

Type

. Three Gnome-Rhone " Jupi-

Range, normal tankage

590 miles (950 km.) in 5} hr. |

ter " Mark VI

Range, full tankage . .

715 miles (1,150 km.) in 6-3 hr.

Maximum power (each) 500 b.h.p.

Both these ranges refer to still air. |

Maximum revolutions

1,800 r.p.m.

Take-ofi run . .

820 ft. (250 m.).

Cruising power (each)

. 334 b.h.p.

Landing run (brakes). .

900 ft. (275 m.).

Cruising revolutions .

. 1,750 r.p.m.

These performances are guaranteed by the Fokker

Fuel consumption : —

Company within the following margins : 1 ^ per cent. ,

At full power

. 3 X 251 lb. (1 14 kg.) per hour.

on tare weight, 3 jjer cent, on speeds, and 6 per cent. !

Cruising

. 3 X 181 lb. (82 -3 kg.) per hour.

on climbs, provided engines develop power stated. j

580

FLIGHT. May 30. 1930

Nose of the F.IX. : The engines
are “ Jupiters ” of 500 h.p. each.
Note the windows around the
pilot’s cockpit, which give pro-
tection without loss of view.
The undercarriage is of the
usual Fokker type, with
numerous endless rubber rings
as the shock-absorbing
medium. Wheel brakes are
fitted. (Flight Photo.)

e ngines, and fully equipped to carry
two pilots and 18 passengers, has
,1 fare weight of 12,012 lb., while the
gross w'cight is 19,836 lb., which
gives a ratio of gross to tare weight
of approximately 1 -65, a figure
which must be regarded as good for
a machine of this weight. The
manner in which the disposable
load is apportioned will, of course.
<lepend ujxin the sort of route and
service for which the machine is
wanted. The disposable load
corresponds to some 5 -2 lb. /h.p.
on maximum bli p., and to 7-8
II). h.]). on cruising b.h.p. With

s>tn S

The illustration above shows
the F.IX. in three-quarter front
view. The people walking
about near the machine give a
good idea of the size. On the
left, a view' into the luggage
compartment, which is excep-
tionally roomy. (Flight Photos.)

fuel and oil for approximately
hours, and a crew of two, the actual
pay load is 4.232 lb., which corre-
sponds to 2-82 lb. /h.p. on maxi-
mum power and to 4-2 Ib./h.p. on
cruising h .p. .\nd this is for a still-
air range of approximately 590
miles, at a cruising speed of 107
m.p.h. For routes requiring shorter
stages, the pay load can. of course,
be correspondingly increased. Or
conversely, by reducing the pay
load the stages can be increased.
The pay load of 4,232 lb. corres-
ponds to 18 pas.sengers at 160 lb.,
plus 1,352 lb. of luggage, mails, etc.

Sufficient has probably been
said to show that the F.IX is a
machine which should appeal to
airline operators, as it combines

581

r

FLIGHT, May 30, 1930

Three-quarter rear view of the Fokker F.IX. (Flight Photo.)

good performance with a considerable pay load. From
the point of view of the passenger who will make use
of it, the Fokker F.IX would appear to be an equally promis-
ing type. The cabin is large, well hghted and well ventilated.

The seats for the 18 passengers are arranged in three fore-
and-aft rows, a single row along the f>ort side and a double
row to starboard. The seats them.selves are of tubular
construction, with leatherette covering and comfortable arm
rests. A vertical strap or web runs along the back rest, and
on this strap the head rest is mounted in such a way’ as to
enable it to be readily moved up or down until the position
most comfortable for the particular passenger is found. Any-
one who has made a flight of some hours’ duration will know
that no seat of fixed parts remains comfortable for any
length of time. A change of attitude is needed every so
often. Ip the Fokker tt'pe of seat the adjustable head-rest

provides a variety of comfortable positions, and can be made
to suit tall and short alike.

In the forward wall of the cabin is a door leading to the
pilots’ cockpit, which in itself is large and extremely well
lighted by sliding windows and windscreens. The view is
very good, so that what with the provision of dual controls,
the crew should work under very favourable conditions, a
matter the importance of which is not always fully realised.
Probably nothing is so worry’ing to a pilot as a poor view.
When, therefore, the view is good, as in the F.IX, the pilots'
cabin is otherwise comfortable, and side-by-side seats and
dual controls arc provided, the crew is likely to be able to
work efiicientlv, and the risk of accident of any kind i.s
reduced.

The data, etc., likely to interest the aircraft operator and
the aircraft engineer will be found in the table on p. 580.

H H H H

CHOSEN AFTER LONG DELIBERATION

The Hawker

O those who liav'e followed closely the progress of the
H. G. Hawker Engineering Co., Ltd., during the last
few years it mu.st have
become obvious that here is
a firm which is determinerl
to be in the very front rank
of British aircraft construc-
tors. That the Hawker
company has not only main-
tained the place which its
predecessor, the Sopwith
company, carved out for it.
but has forged ahead and
won for itself during recent
years a position in the very
forefront, Ls due to the ini-
tiative and calm judgment
of the firm's joint managing
directors, Mr. T. O. M. Sop-
with and Mr. F. Sigrist, and
to a very highly' .skilled
technical staff headed by
Mr. Sydney Camm. Xor
should one forget the part
played by' Mr. Bulman, the
firm’s chief test pilot, whose
reports and advice must
have been of the very-
greatest value in the evolu-
tion of new types of aircraft.

The good team work of
those mentioned, a b 1 y
backed by the rest of the
.staff and workmen, has
not been long in bearing
fruit, and the H . G .

Haw ker Engineering Co. has
done right well in recent
times.

The aviation community in general has long been aware
that a hard competition has been going on for the honour of
being the first firm to be entrusted with the production, for

Hornet ” Adopted

the Royal Air Force, of a single-.seater fighter of the interceptor
class. Of the inner history of that competition one may^ not

write in detail, but it i.->
probably fairly general
knowledge that in the end
this competition narrowed
down to a choice between
two machines, produced by
different firms. One of
these was the " Hornet ''
How little there was to
choose between the two
machines is shown by the
length of time taken by the
authorities in coming to a
decision. We who have been
permitted to know a little
of the " struggle ” reahse
that it must indeed have
been a difficult matter to
make a choice, so evenly
were the two machine-^
matched. The two fimis
concerned will be the first to
admit that " it was a gcsxl
fight,” and the Hawker En-
gineering Co. has the sati-^-
faction of knowing that it
has beaten a worthy rival
The interceptor class of
machine -is, -as the naint
implies, intended for inter-
cepting hostile aircraft, and
high speed at great heights,
with an almost phenomenal
rate of climb, are the
main pierformances to i>e
aimed at. Finally, it should
be recorded that the
" Hornet ” is fitted with the Rolls-Roy'ce ” F ” type super-
charged engine, which has contributed so much to the sncce-'S
of the machine.

582

FLIGHT, May 30, 1930

A CRUISE OF R 1 00

FLIGHT, May 30, 1930

“ Not muzzled, but under control.” (Flight Photo.)

The officers of the watch were functioning like the proverbial
book. Passengers bad breakfast at 8 a.m., and about that
time the airship turned inland over Hull. She was well seen
from the towns of Yorkshire and Lancashire, and she was
well up to time in arriving over Manchester by noon. From
the air the view was not so good as it ivas from the ground.
Mr. Montague admitted that he found flying through mist
'■ a little tiresome.” But when there was nothing to see
through the windows, he said that the passengers interested
themselves otherwise. There was a suggestion of plapng
cards, but no one would admit the soft impeachment. All
the passengers in turn were taken over the ship, into the
control car, where some of them were allowed to take the
steering wheel, and along the " catwalk ” of the hull up to
the tail. Sir Harry’ Brittain found that a very’ interesting
experience. He said that every’thing w'as very still indeed
until suddenly one came to a certain spot over an engine car,
and then one heard the roar of the engines quite loudly. All
were emphatic about the absolute steadiness of the ship and
the absence of vibration and distracting noise. Mr. Montague
described the trip as "|Calm, peaceful, uneventful." The Under-
secretary is an old soldier and an old Journalist, and he likes
excitement. He gave it as his personal feeUng that he prefers
travel by aeroplane because he finds it more exhilarating,
and he likes the sensation of sp»eed, which one does not get
in an airship. Probably, most prospective travellers will
think Mr. Montague's criticisms a recommendation. The
Under-Secretary added that he would very much like to fly’
to Montreal in R 100.

While R 100 was stiU in the air the Canadian Department
of National Defence cabled to Lord Thomson, asking that
the flight to Montreal might be postponed until after the
Canadian Parliament had risen at the end of May, as many’
Ministers and Members of Parliament wished to be at Mont-
real to see the airship arrive. Lord Thomson at once cabled
back, agreeing to the suggestion. The change of plans
was news to those on board when they landed.

At 4.30 p.m., on Thursday, the airship came back over
Cardington. The officers on board were very surprised to
get a message from the station : “ Suppose you know your
tail is buckled.” They knew nothing of the sort. But it
was a fact. The fairing behind the last transverse frame, a
member some 20 to 30 ft. long, was badly buckled. It is
supposed that it must have collapsed during the 10 min. run
at full speed, when the air pressure on that member would be
considerable. It is a member w’hich does no work beyond
completing the streamline shape of the ship, and apparently
it did not receive enough attention from the stress-csdculators.
But its collapse did not in any way aflect the handling of the
airship, and Booth was very surprised to be told that it had
happened.

It was as nasty an evening for mooring as could well be
imagined. The wind was blowing in sharp vicious squalls,
with frequent bursts of heavy rain which added a couple of

tons to the weight of the ship until the wind dried off the
moisture. Occasionally’, the sun would break through, but
not sufficiently to expand the gas rapidly. The first time the
mooring cable was dropped the rain stopped suddenly and
the ship rose, so that she had to be put about and brought in
again. Booth handled her very skilfully, indeed, though
afterwards he said in an apologetic tone : "You see, none of
us has had much airship practice for the last ten years.”
The second attempt was successful, and the ship’s cable was
attached to that from the tower at 4.45 p.m. Then the
engines were stopped, the elevators were kept raised, and
Fly’ing Officer H. G. Cook, D.S.M., took chief charge from the
head of the tower. The direction of the wind was also as
awkward as it could well be, the ship coming in over the top
of the ofl&ce sheds round the base of the tower. The side
gpiys had to be carefully handled over the roofs of the sheds
before they could be attached to the bollards, and to add
to the discomforts of those on the ground, the fires in the
winch houses were smoking abominably’. At the Ismaiha
tower all the huts and winch houses are inside the perimeter
of the tower, which is the ideal arrangement. For an hour
and 10 min. F./O. Cook played R 100 as an angler plays a
fish, easing her off when a squall caught her bows, and
seizing every opportunity’ to w’ind her in. I fancy that a
sea pilot w’bo has had to bring a large liner into dock in
difficult circumstances would have admired the skill with
which this operation was carried out. At la.st, the dewdrop
was locked ^ely home into the mooring cone, and at once
a megaphone from the control car began to demand that the
ground party’ should hurry up w'ith the four weighty wheels
to hold the tail down. The tractors got busy. Again the
hatch did not fit quite perfectly on to the embarking plat-
form, and hands had to assist the passengers to disembark.
The passengers did not very much enjoy it. R 101 fits very
much better. None the less, opinions were unanimous that
the flight had been most enjoyable.

On Monday, May 26, R 100 w’as taken back into her shed
for examination of the damage to the tail and for necessary’
repairs.

It was found on examination that the fairing of the tail
piece had been made of too light a gauge, and a new one
will be made in a heavier gauge. It was also found that tlie
fabric cover had given way in a bay behind one of the power
cars. This will be remedierl by fitting an intermediate girder
at this spot, a step which has proved an effectual remedy at
other places in the ship. The flight to Canada has accord-
ingly’ been postponed until the end of June or the beginning
of July.

THE ENGINES OF R 101

The new transverse ring which is to be inserted into R 101
behind the passenger quarters, is now being sissembled.
The ship will have to be inflated for the operation, as the two
ends will be floated apart. It is hoped to make a couple more

584

1

FLIGHT, May 30, 1930

flights over Great Britain before the new ring and gas
bag are inserted. These trips will be useful for engine
te.sting.

Efforts are now being directed to make two of the engines
reverse, as steam engines will dp, without the use of gearing.

“GRAF ZEPPELIN”

A s briefly reported in our last issue, the German com-
mercial airship ‘‘ Graf Zeppelin “ left Friedrichshafen
on Sunday, May 18, at 5.25 p.m., and arrived at
Seville next day at 5 p.m. Dr. Eckener was in command,
and there were on board with him a crew of 42 and 22
passengers. Specisd stump masts had been sent to Seville
and Pernambuco, and erected for the accommodation of the
airship. On Tuesday, 20th, the ship started across the
.Atlantic once more, bound for Brazil. The Infante Alfonso,
of Orleans went on board at Seville, and crossed to Brazil
in the ship. The start was made at 8.3/1) a.m. By 4 p.m. that
day .she reported her position as about 300 miles E.N.E.
of Madeira, making slow progress against south and south-
westerly winds. Next morning, Wednesday, 21st, the airship
established communcation with Rio, Natal and Pernambuco.
The water on the airship was reported to have run low
owing to the great heat. By fi.l5 p.m. (Central European
time) the airship was in the neighbourhood of the Cape
Verde Islands. On Thursday, 22nd, the "Graf Zeppelin"
crossed the equator at 9 a.m., and suitable ceremonies took
place on board. At 1 p.m. the airship j)a.ssed over the
island of Fernando Noronha, and at 6.30 p.m. .she arrived
at Pernambuco, and at 6.30 p.m. she arrived at Pernambuco
:n Brazil, and moored to the stump mast at the Giquia
aerodrome. The crossing of the .Atlantic took 59 hr. 53 min.
\^'hile refuelling there a valve is stated to have exploded,
and to have injured a w'orkman. On Friday, 23rd, the
airship left at 11.53 p.m. for Rio de Janeiro, a run of 1,120
miles. The trip occupied 26J hours, and the ship passed
over the capital of Brazil at 2 a.m. on the morning of
Sunday, 25th.

On her southward flight in Brazil she was delayed by
adverse winds. She came down at 7 a.m. on the Campodos
Alfonsos, but stayed there for only about two hours, rising
again at 8.42 a.m. She circled the city again, and then
headed for the north.

She returned to Pernambuco on Monday, 26th, at
8.29 a.m.

-Alter the return of the “ Graf Zei)pelin ’’ to Europe about
Whitsun, further flights will be undertaken, and the following
provisional programme has been issued ; —

June 16 and 17. — A Swiss trip.

June 18 or June 19. — Airship has been chartered by the
-Automobile Club Vorarlberg for one or two trips.

<s> <s>

If this is successful it will allow the port forward engine to be
used for forward flight, and will also make two engines avail-
able for going astern, which is more desirable than having to
trust entirely to one engine for this occasional but very
important work.

FLIES TO BRAZIL

June 21. — Trip to Bavarian Forest, landing late in the
afternoon at Munich. Fare R.M. 400. In the evening from
Munich to Berlin. Fare R.M. 250.

June 22 to June 25. — Trips over Berlin and a trip to
Hamburg.

June 25. — Return to Friedrichshafen. Fare R.M. 400.

June 27 or June 28. — Trip to V'ienna. Longer journey
without any intermediate landing (fare R.M. 600) for " Neue
Freie Pres.se," Vienna.

June 29. — Landing in Munster, Westphalia. Outward
journey R.M. 400 ; homeward journey R.M. 300.

July 2. — Trip to the South German Alps. R.M. 400.

Saturday night, July 5 — -Sunday, July 6. — Trip to Cologne.
Fare R.M. 250.

July 6. — Landing early in Cologne. During the day, trip
over the Rhine ; fare R.M. 500. In the evening, landing in
Cologne, return night joumcv to Friedrichshafen ; fare
R..M.250.

July 8 until about the 1 1th. — A journey of about forty-
eight hours’ duration to the Northern Lands as far as Tromso
or the North Cape. Fare R.M. 2,000.

July 12 or July 13.— Landing trip to Neustadt a.d. Hardt.
-A landing in the morning and a landing in the evening.
Fare out or home, R.M. 250. Day trip, fare R.M. 400.

July 15. — Trip to Northern Lands as far as Spitsbergen.
Duration about 60 hours. Fare R.M. 2,400.

July 22. — Iceland trip. Duration about 60 hours. Fare
R.-M. 2,4(M).

July 29. — Trip to Great Britain and Ireland, weather
permitting. Duration, 48 hours. Fare R.M. 2,000.

August 2 or -August 3. — Trip to Darmstadt, landing there
in the evening. Outward trip, fare R.M. 400- Homeward
trip, fare R.M. 300.

August 5. — Trip of 60 hours’ duration to Madeira and
Teneriffe, eventu^lv returning via the Azores, Fcire R.M.
2,400.

August 12. — -A 48 hours' trip over the Baltic (Denmark,
Sweden, Finland). Fare R.M. 2,000.

.August 19. — ^IVIediterranean trip (around Italy, Sicily,
Adria, Karst), 48 hours’ duration. F'are R.M. 2,0<30>

August 30 or August 31. — Trip to Leipsic, landing there
for the International Fair.

The Hamburg-American Line act as agents. It will be
noticed that the July 29 trip will be one to Great Britain.

<s> <s>

PARACHUTES*

A I ;t)OD book on parach\ites was overdue, and w’e welcome
Mr. Dixon’s clear description and explanation of all
sides of the subject. The parachute was once thought
of as a stunt, but now it has quite come in to its own. In
fact, every brwk about fighting in the air makes one exclziim
f-)h, the pity of it that these gallant pilots and observers
had no ]>arachutcs ! ’’ The stories of machines going down
in flames, or of an unwounded observer crashing because his
pilot had been shot, are positively heartrending. Perhaps
the most distinguished of American war pilots was Raoul
l.ufbery. He declared that if ever his machine was set on
tire he would jump, and in due course he did so. Had he
had a parachute he would have survived ; and the same is

u *1 ^*™f*'‘*^* Charles Dixon, ex-OUserver, R.N.A.S. &

(Sir Isaac Pitman & Sons, Ltd. 7 6 net).

<s> ❖

Punch ” Summer Number
Just available, the 1930 Summer Number of Punch
proves again to be of superlative vintage quality. With
^ combination of artists to “ draw ’’ upon, it could
hardly be otherwise. " Eggsackly on de Equator,’’ an
amusing sketch in colour by L. Raven Hill, is a reminder of
the recent crossing of the line by the Graf Zeppelin. " Un-

true of man}', many other pilots and observers. In future
wars that one horror, the horror of no escape from a falling
or burning aeroplane, will not be repeated.

Mr. Dixon clearly describes the various forms of para-
chute, the “ automatic ’’ and the " Free," and gives clear
reasons for his opinion that the latter is the best. He
mentions the leading types with impartiality. He describes
the methods of packing, of jumping, and of pulling the ring.
He describes the sensations of a parachutist, and comfortingly
assures us that " parachuting is a tolerable and even pleasant
experience." He instructs us how to steer a parachute, and
how' to avoid being dragged after touching land or water.
We sincerely hope that we may never have to put his precepts
into practice.

F. A. DE V. R.

^ o

named heroines," by E. H. Shepard, is another highly
humorous conception, whilst Scotland again contributes
some extremely funny situations from the pens of Bert
Thomas and Arthur Watts. " What our noble animals have
to put up with ” (the centre double-page picture in colours)
is a very fine example of the versatility of Frank Reynolds.
Altogether a wonderful shiUing’s worth.

585

FLIGHT, May 30, 1930

AIRISMS FROM THE FOUR WINDS

Air Link from Lancashire to the Continent

The proposal to start an experimental air service to
connect Manchester, Liverpool and Birmingham with the
Continent has met with the approval of the General Purposes
Committee of Birmingham Corporation. The Lord Mayor
has stated that the committee was in favour of providing a
subsidy not exceeding ;^1,000 for the scheme, provided that
financial support was also forthcoming from Manchester and
Liverpool. The three I-ord Mayors will shortly meet to
consider the subject.

Kingsford Smith’s Proposed Atlantic Flight

Squadron-Leader Kingsford Smith has flowm ; ill round
the world except from Europe to America. He prc poses to
complete this last link at the end of June. He has obtained
leave from the Government of the Irish Free State to make his
start from the Phoenix Park, Dublin. It is stated that he
wiU take the following crew with him : — Mr. Wandyk of the
K.L.M. as assistant pilot, Capt. Saul of the l.F.S. Army Air
Corps as navigator, and Mr. J. \V. Stannage as wireless
operator.

Roumanian Prince Killed

Prince Mircea Contacuzeno was killed and his wife
injured in an aeroplane crash at Bucharest on Monday,
May 26. The Prince was a supporter of the exiled FVince C arol,
and on the night before his death he had been dropping
leaflets from his machine over Bucharest to advocate the
return of Prince Carol.

Amphibian Competition at Hull

The Hull Development Committee is con.sidering a
proposal to hold an international competition for amphibian
aircraft in the summer of 1931. A suggested course would
include Belfast. Liverpool, Hull, Hamburg, Copenhagen,
Stockholm and Oslo. That distinguished citizeness of Hull,
Miss Amy Johnson, is to be invited to co-operate in the
organising of the contest. Such a competition promises to
be very interesting, and we sincerely hope that the suggestion
will materialise.

The German Gliding Champion

Herr Robbert Kronfield arrived in England on Wed-
nesday, May 28, as the guest of the British Gliding Associa-
tion. He has brought with him his Wien glider, on which he
established a world's distance record on July 30, 1929, by
gliding for 150 metres from the Was.serkujipe to the Fichtcl-
gebirge. Herr Kronfeld hojies to give a display on the north
western slopes of the Chiltems on Sunday next, using the
Ysoghng glider belonging to the London Gliding Club. Later,
perhaps on Thursday, June 5, he hopes to give a proper
demonstration on his Wien ; but before details can be
settled he intends to study certain localities and to consult
with the meteorological authorities.

West Australian Airways, Ltd.

The contract held by West Australian Airways, Ltd., for
a weekly service between Perth and Derby, is due to expire
next June, but Major Norman Brearley has received from the
Commonwealth Government an offer to renew the contract
for another three years. He stated that it was highly probable
that the ser\dce would be extended from Derby to Wyndham
during the coming “winter (i.e., June to September). This
extension has been long desired by the people of Wyndham
district, but the route is a difficult one to organise.

Major Brearley has also investigated the possibiliu- of
extending the East-West service from Perth on beyond the
present terminus at Adelaide to Sydney. His company is
now in a position to undertake this extension. After leaving
Adelaide a stop for the night would be made at Hay. and next
morning a call would be made at Canberra. Sydney would
be reached at 9.30 a.m. The mails would thus take exactly
two days to reach Sydney from Perth. The route between
CDOtamundra and Sydney, over the Blue Mountains, is also a
difficult flying route. Major Brearley proposes to order two
new Vickers high-wing monoplanes, each driven by two
geared Jupiters, and each capable of carrA'ing 12 pa-ssengers.

An airway running Wyndham-Perth-Adelaide-Canberra-
Sydney would certainly be the most imposing airway, and
one of the most useful, in the world.

Non-Stop Night Flying Air Mails

The Civil Aviation Section of the London Chamber of
Commerce are advocating the inauguration of a non-stop
night flying air mail service to some of the more important
Continental centres and have placed their views before the
Secretaiy of State for Air. A number of terminal points on

^^^®**tinent about 1,000 miles distant from London, such
as Oslo, Stockholm, Warsaw, Budapest, Rome, Madrid, have
been taken as instances, where a machine flAdng by night at
an average speed of 100 miles an hour would enable from
1 ^ to 2 days to be saved in the deliveiy of mails, as compared
Arith the ordinary surface methods. This would also include
the dropping of mails without landing at imjxirtant inter-
mediate stations, such as Amsterdam, Hamburg, Copenhagen,
Cologne, Berlin, Leipzig, Munich, Prague, Vienna, Paris and
I^rdeau.x among others. It is considered that such non-stop
night serv'ices would not only effect a speeding-up in the
delivery of letters, but would also bring home to business
men and others the advantages to be derived from using the
air mail. In addition, the institution of fast services like
this AA'ould obviously benefit the light aeroplane industrA' in
this country. As it is understood that no Air Transport
Company in this country has a monopoly for what would be
a purely postal service as distinct from mail, passenger and
freight combined, the CiA'il Aviation Section have raised the
question as to whether funds Avould, in fact, be available for
such serA’ices. Such non-stop night llA'iug services would not
be hkely to react unfavourably on the development of the
two great Empire Air routes to Australia A'ia India and from
Cairo to the Cajte, which is understood to be the Government’s
main policy now being carried out by Imperial Airways.
The A'iew, that the groAvth of air traffic Avill in the near
future necessitate the transport of all air mail by night,
was strongly e.xpressed at the 23rd Session of the International
Air Traffic Association at Stockholm last March. Moreover,
as night air mail services have recently been inaugurated by
foreign companies between London and Brussels and London
and Berlin, it is keenly felt that this countiy’ should not be
behindhand in any developments that are taking place in
this direction.

Scintilla Magnetos in Leeds

We are informed that Scintilla, Ltd., have opened a
Branch Office in the Leeds district, under the title of ^intilla,
Ltd., 19-21, Somers Street, Leeds, complete with a fully-
equipped Service depot and with a trained technical staff.

SCHNEIDER TROPHY WINNER IN THE AIR
AGAIN : The Supermarine- Rolls-Royce “ S.6 ” sea-

plane, which AAon the Schneider Trophy last year,
being shipped at Southampton en route for the Antwerp
Exhibition, where, by permission of the Air Ministry,
it will form one of the most important exhibits of the
British Section.

586

May 30. 1930

Supplement to FLIGHT

CONTENTS

PACE

Theoretical Consideratioos in the Design of Wing Strut Joints. By

H. VV. V'. Steventon, G.I.Mech.E ;13

The Transverse Stabilitv of FIving-Boat Hulls. Bv J. H. Lower.

.A.F.R..^c.S., .A.M.I.ri.A 3S

In the Drawing Office 37

THEORETICAL CONSIDERATIONS IN THE DESIGN OF
WING STRUT JOINTS

By H. W. V. Stev-entok, G.I.Mech.E.

With tilt ndmit of all-metal rtmstrucliofi the aircraft designer
has had a number of fresh problems to solve. When he first
turned his attention to the design of metal wings, he proUiblg
began by mnrying mainly afumt the form of main sjxir to In
adopted. his experience grew, he probably realised that the
spar itself was a relatively simple proposition, and that manu-
facturing problems were if anything more imjxniant than
theoretically efficient sections. Hamng produced a goexi spar,
and ribs to go with it, the nejct proldem to arise was likely to be
that of devising a neat method of attaching the inter- plane struts
to the sjxir. Here there is even greater scope than in the design
of the sjxir itself, and it is significant that there are almost as
many different types of inter-plane strut attachment joints as
there are firms doing metal construction. In the followiny
article .Mr. Steventon, who is on the design staff of the Gloster
.Aircraft Co., Ltd., deals with the theoretical considerations in
the design of wing strut joints, and indicates methods that may
be employed, with jxirticular reference to metal spars.

Among all the joints of various types •whirh help to form
the structure of an aeroplane, those securing the interjtlanc
struts and wires have a peculiar interest. In modem British
practice their design is bound up with that of the wing sjtars
which are tisually made up of some form of corrugatetl strip
metal, and therefore speeial consideration has to lx* given to
the effects loads may make, and to the shape and attachment
of parts of the fittings. Due to their {xjsition different loads
an- put on the joints by each variation in the attitude of
the aeroplane, and naturally each joint must be capable of
taking its load under all conditions of flight.

The following survey indicates the methf)ds to be employed
and the load variations to be anticipated in the design of
strut joints, particularly as applied to metal spars.
The same principles may be used for wood spars, but due to
the greater simplicity of attachment possible the elaborations
uecessary for metal spars may not be required. For aero-
planes of the light plane class a too detailed examination of
the variations in load may not be necessary, but as the size of
the machine considered becomes larger, greater care must be

taken over the ]M>sHibic lines of action the loads may take and
the magnitude of any offsets introduced.

No attempt will be made to indicate sizes or sha(>es for
fittings, as these are almost infinite, and the reader interested
njay easily hmk up illustrations -which have appeared in the
jwges of this journal.

The name strut joints is given tf) those centres at which the
interplane or IkkIv struts meet the wing or centre section
spars. Lauding, flying, incidence, drag and anti-drag wires
and drag struts also meet at the same nominal centre, the
actual centre of the fitting lx*ing the intersection of the lines
of action of all these members on the neutral axis of the spar,
in both directions. All the alxive memlx*rs may not be
pn’sent in a joint, the landing wire or flying wire being absent
in fx-rhaps .'JO jxt cent, of the de.signs in actual use.

These members will now be examined with reference to
their attachment to the joint, the design of the fitting being
of course, bound uj) in the particular types of members
decided upon.

Interplane and Body Struts

The ends of these struts generally terminate in some form
of machined end fitting, either an eye-end, or more usually
a fork-end. which has to lx* attached to the strut fitting by
a lx»lt or pin and a corrcsjx»nding eye-end or fork. These
ends arc usually arranged in such a manner as to form a
universal joint, allowing adjustment of the wings for incidence
and dihedral without distorting the fitting, or putting any
load other than direct end load on the stmt.

Drag Struts

The internal drag or compression stmts which join the
front sjmr joints to those on the rear spar may be constmeted
in a mimlx*r of ways as follows :

1 . They may conform to the aerofoil aci-tion and be a braced
structure with flangi*s and web bracing.

2. A bracetl stmeture of any convenient depth and design
and not eonforming to the contour of the wing.

3. Single tubes of steel or duralumin, roiuid, square,
oval. eU^.

4. Two or more tubes may lx* used suitably fastened to-
gether to resist any torsional load put on the spar by the
fitting.

The drag struts perform an important function in the
design of stmt joints, because, if the stmt -will prevent any
twisting movement of the spar, then (*ertain wires and the
interplane stmt may be offset from its correct position ; the
righting moment on the spar being exerted by the drag stmt.
This is not possible to any appreciable extent with a single
tube drag stmt, and not at all if the stmt is pin- join ted at tht*

586a

D

SUPPLEMSNT TO

FLIGHT

May so, 1930

THE AIRCRAFT ENGINEER

ends. A single tube compression strut may be ideal from the
point of view of making and attachment, but it demands that
the lines of action of struts and wires should pass approxi-
mately through the spar centre when looking along the spar.
However, a single tube is frequenth’ used uith a .strong rib
placed near the fitting to take the torsional loads.

Wires

All wires used in general practice terminate in a screwed
portion which is secured to either a fork-end or tnumion.
The provision for attaching the fork-end to the joint may be
a plate lug or a shackle of suitable size spanning the spar or
drag strut attachment.

The form of vibration known as wire flutter ” should be
remembered when a plate lug is used to secure a fork-end.
Modem streamline wires are weaker in a dire<!tion at right
angles to the path of flight and thus tend to vibrate in this
direction, frequently to an extent which may cause the wire
to break if it is imduJy long for its size. If the plate lug is bent
or is flat in the direction of vibration there is a great tendency
for the lug to fail in use due to fatigue of the metal taking
place.

Diagrammatic Description of a Strut Joint

One of the most important points to elucidate in the design
of a strut joint is the path taken by the loads in the members
in order to ensure that each mem ber is firmly anchored without
causing stresses which have not been allowed fur.

The following essentials are necessary in order to commence
work on the design of a strut joint — the type of spar to be
used, the directions and angles of the various members and
the loads in all members under the main conditions of flight.
These conditions of flight arc : —

1. Centre of pressure forward (C.i’.F.)

2. Ditto, with front flying wire' cut.

3. Centre of pressure aft (C.P~A.)

4. Ditto, with rear flying wire cut.

6. Koee Dive.

In certain coses the landing and inverted flight loads may
be necessary for particular members.

It is advisable to have at hand the loads in all members for
these conditions of flight, as under any one condition, the
load in a member may add to others or subtract from them,
and thus to arrive at a safe though economic design it is
necessary to know the maximum resultant load in any par-
ticular direction.

In the diagram is shown a front spar and the lines of action
of wires and struts, assuming the members have no offsets
in any direction, and that all their lines of action pass through
the centre lines of the spar. This is an ideal arrangement and
is a point which might be aimed at when considering the
general design of an aeroplane, due to the simple type of
fitting which may then be evolved.

Cfonsider this hyi>othetical fitting under any single con-
dition of loading, for instance centre of pressure forward
(C.P.F.). Under this condition the landing wire, incidence
wire and one or other of the drag wires will have no load in
them, being redundant in the aeroplane structure, and may
thus be left out of consideration when stressing for this par-
ticular loading.

Ck)ming now to the effects the members and their loads
may have upon the attachment to the spar, they may be
split up into three important types by taking the component
or resolved loads as follows : —

1. Along the spar, parallel to its centre line.

2. Vertically, perpendicular to the spar centre line.

3. Horizontally or fore-and-aft perpendicular to the spar

centre line.

These will now be taken in turn, and it will be assumed
that the main attachments to the spar are on the front
and rear sides. (This is the most common form of joint,
and enables a neat fitting to be evolved.)

1. Examining the diagram it can be seen that two members
only can have their loads resolved along the spar centre
line, these being the flying wire and one drag wire (one drag
■wire and the landing wire being inoperative). The flying
wire load can be split up into two halves running along
each side of the spar, while the drag wire load is taken
along the rear side only, the wire being attached direct to
the rear side. Thus we see that the loads exerted by the
fitting on the spar are different on the front and rear sides,
and whereas on the front side the attachment must be
strong enough to take half the component flying wire load,
that on the rear side must be strong enough to take the
same load plus the anti-drag wire comp>onent load, or it
may be reUeved to the extent of this load, depending upon
which of these two latter wires is in operation under the
C.P.F. condition. These loads along the spar are the most
important in the joint in that they usually have the greatest
magnitude, and it is essential that they should be well
cared for.

2. The loads which may be taken vertically are the fl^’ing
load in the spar, the load in the interplane strut, which are
both vertical, and the vertical component of the fl3ning wire
acting in a direction opposite to that of the other two. In
actual practice it will usually be found that the plates
which form the flying wire attachment are a part of, or are
directly connected to the stmt attachment, and thus the
upward load of the strut is taken by the flying wire without
actually going into the spar. We are 1^ now with the
flying or lift load in the spar which tends to lift it away
from the fitting, and this must be taken into consideration
as it may cause an imdue crushing effect on the spar, or
an imlooked-for bending effect on the attachment bolts.

In certain cases the flying wire and strut attachments
may be independent, and then each must be effectively
secured, while care must be taken that there is a rigid path
for the strut load to get on to the flying wire attachment.
The strength of the flying wire fixing is generally suflBoient
for the spar flying io^.

3. In the fore-and-aft direction we have the component.s
of the drag or anti-drag wire and the drag strut, and the
loads in these members approximately balance. Thus the
strength of the attachment required under case 1 is amply
sufficient for this case.

There is one im]x>rtant point which should be remembered
with respect to these members, and this depends upon the
form of drag strut used. If the latter is of the single-tube
type lying in the same plane as the drag wire centre line,
the consideration does not arise. But if the drag strut is
of the built-up type, demanding some form of channel or
vertical angle for its attachment, then as the drag wire
will be taken off some particular point of this channel,
say, in the middle, the channel will be in bending due tu
the opposing forces in the two members. This may b«'
rather a vital point as if the built-up structure is deep and
the channel long, and is unsupported, or only partially suj*-
ported, by the spar, the bending effect uill reach a high value
and should be seriously considered in the general design.

The above considerations complete the investigation for
the C.P.F, condition which is always the most important
for the front spar fittings, as C.P.A. condition is the mo-^t
important for rear spar fittings. We have as yet taken no
loads for the incidence wire or landing wire, because these
members come into use under other conditions ofdoadiui;.
and they will now be examined separately.

5866

May 30, 1930

35

THE AIRCRAFT ENGINEER

SlJPPLEMKirr TO
FLIGHT

Incidence Wire

Apart from the negligible loads put on the wire when
trueing up the incidence of the wing, this member comes
into operation only under a cut-flying wire case, except in
centre section fittings, when a nominal load is put upon
them. Thus, in the fitting being considered, there will be
no lotwl in the flying wire when the incidence wire is acting,
and the following form of enquiry arisen : —

The loads acting vertically are (1) the flying load (upwards)
in the spar, which is central in the spar but may be split
np so that half the load is on each of the front and rear sides ;

(2) the inteqdane strut load (upwards), which can also be
split up on each side of the spar ; (3) the vertical component
of the incidence wire (downwards).

Assuming the incidence wire to be attached at the bottom
rear corner of the spar, on its line of action we have rather a
curious condition arising. The incidence wire is not offset,
so actually the fitting is in a state of static balance, but due
to the position of the wire attachment one cannot assume that
the load can be split up directly on each side of the spar. The
load should be considered as acting all on the rear side, thus
counteracting the rear side components of the opposing loads,
while the component loads on the front side of the spar
tninsmit their effect to the rear side by the bending of the
top and bottom portions of the fitting and the torsional
strength of the spar.

Considering the horizontal component of the incidence
wire, this can be assumed as acting on the spar centre line,
and, with the component of the drag wire, will approximately
balance the drag strut load. An examination for bending
should be made as for case 3.

Landing Wire

ThiS| member "generally has fts max imum load under the
landing case, although it may sometimes occur imder nose
j dive conditions.

I The investigation of the effect of the lauding wire load is
I similar w that for the flying wire as already described, the
i load being split up on each side of the spar and resolved
i vertically and along the spar in like manner, in conjunction
j with the various other loads which may be in action at the
same time. Generally speaking, as the landing wire load is
, invariably less than the flying wire load, the spar attachment
mode for the latter is ample for the former, provided these
I two members are rigidly joined, and then detail sizes only are
I wanted for the landing wire attachment, f.

I Final Check

After the fitting has been examined, as described above, for
all the main forms of loading which apply to it, the final check
has to be made.

Fach member is taken separately and its attachment
; checked for strength in the actual line of action of the load and
j the final detail shapes and thicknesses determined. Of course,
care should be taken when considering this detaU attachment
to the fitting, that the lines of action of the members are not
altered from those taken in the previous investigation.

This now completes the survey into the general principles
tmderlying the design of strut joints, and for the sake of
simplicity all members have been assumed as acting with no
offsets.

The complications arising through some or all of the
members meeting at a joint being offset or inclined have not
b*^n taken into account, but most of these can be solved by
the methods described. AH members, excepting the drag
stmt, are usually attached by pin-joints, and thus each load
can be split up into its various components at these points
along the thiw directions previously examined. With a
member inclined to the three planes already taken this will
give an additional component to the two components already
considered, and naturally this load must also be effectively
catered for. The main effect of inc lining or offsetting a
member is to introduce local bending stresses in the fitting,
necessitatmg greater robustness and thus additional weight.

The fundamental idea to be remembered is that all forces
should approximately balance out, and that the only actual

586c

loads on the spar should be the flying load in the sjmr due to
the lift on the wing and the end loads due to any members
having components along the spar.

As regards the separate parts of the fitting, the main aim
to be arrived at is lightness in weight combined with sufficient
stre^h and rigidity. This has to be obtained with the
minimum number of separate parts feasible, and each part
should be as simple and as cheap to manufacture as possible,
and also ease of assembly on to the spar should not be over-
looked. It is for these reasons that strut joints require the
detailed examination described above, enabling one to design a
joint with the minimum of superfluous metal.

THE TRANSVERSE STABILITY OF FLYING - BOAT

HULLS

By J. H. Lower, A.F.R.Ae.S., A.M.I.N.A.

Mr. Ixfwer is no nsiocomer to our pages, haHng contributed
se.veral articles to previous issues of The Aibcrait Engineer.
Mr. Louder, it may be recalled, is in charge of the Experimental
Tank of Short Brothers, of Rochester, the producers of many
famous flying-boats, and more, recently he has been put in
charge of the design and construction of seaplane, floats, wing-tip
floats, etc., so that he is writing on a subject upon which he
works every day, and with which he is thoroughly familiar.

The normal type of flying-boat constructed in this country
consists of a central huU, which is transversely unstable
due to having a negative metacentric height (6M), with some
form of wing-tip float attached that permits of a required
degree of stability being obtained.

The writer has found that this required degree of stability,
and consequently the size of the wing-tip floats to be used,
has formed an interesting yet controversial subject, pariiou-
larly during recent times and among those more directly
concerned with the design of present-day large machines.

In the design of the larger tjrpes of wing-tip floats particu-
larly, due consideration must be given to the displacement
required and the shape, in conjunction with the aerodynamic
and hydrodynamic characteristics.

If “ d ” is the wing-tip float displacement required for a
machine of weight “ w,” then for a machine of weight “ W ”

SmTLKMKNT TO
FLIGHT

36

May 30, 1990

THE AIRCRAFT ENGINEER

the coiresponding float diaplacement “ D ” is given approxi-
mately by : —

/W\*/“

D=d X (-

\ w !

and from this it is clearly seen that the linear dimensions of
the floats increase at a greater rate than those of the main
hull.

This is of interest, since a formula for determining the
required displacement of wing-tip floats which has been
widelv used is : —

where

" s _

QM + K (13 + 0-002 W) tan 6

= total displacement of one wing-tip float required
W = all-up weight of machine
Q.M. = negative metscentric height of central hull
6 == an^e of heel to submerge wing-tip float

S = distance of float from centre line of machine
K = coefficient as determined from curve shown in
Fig. 1.

By reference to Figs. 1 and 2 it would appear that, according
to the shape of float adopted, a wide range of displacements
required may result by using this formula, since with a deep
float the an^e of heel “ 6 ” is large and the coefficient K is
small, while with a shallow float 6 is small and K is large,
and although the term “ tan 6 ” increases, it is obvious
that the resultant wing-tip float displacement required is not
necessarily increasing with increased values of 6.

As an example, consider a typical fl3dng - boat of the
following particulars : —

W = 20,000 lb.

G.M. = - 6 ft.

S = 28 ft.

The wing-tip float displacements required by the formula,
assuming float depths of such dimensions as to give different
values of 0, have been calculated, and arc as follows : —

6“ .. 3 ^ 6 7i 9 lOi 12

A* .. 1,780 2,370 2,760 2,945 2,926 2,720 2,370

These results are shown plotted in Fig. 3, and it will be
seen that in the case considered, os the angle of heel increases
above 8°, the required wing-tip float displacement decreases
rapidly. This appears, therrfore, to be, obviously, an
incorrect assumption ; even if only the upsetting moment
W X BG sin 6 be considered (Fig. 2), and taken to a limiting
case where a float of very small beam and large depth were
adopted, the result would be absolutely impossible.

In view of the foregoing, the author has investigated this
question of wing-tip float displacements along somewhat
different channels, and it would appear that the method
outlined leads to an assumption which agrees with known
machines, covering a large range of all-up weights, that
have been proved in actual practice to be sufficiently stable,
and which can be applied with a reasonable assurance of
safety to the large flving-boats of the future.

Referring to Fig. 2, it has been assumed that for transverse
equilibrium

WxBGsin0=A,x8,

from which, for any angle of heel to submerge the float, a
proportional A«. is obtained.

The actual wing-tip float displacement for the machine is

now assumed to be 4 A,,, this being a factor which ex|)erience
has shown to give reasonable stability.

Let D = 4 A,r-

Referring to Pig. 4, assume that these wing-tip floats give
to the machine a positive G.M. of the required degree.

The righting moments may be written as : —

W X GM sin 0 = D X S,

W X GM sin 0

or D — —

(A)

Experience with actual machines has shown that a suitable
value for GM mav be taken as : —

GM = K l/W

where

GM is in feet,

W is in pounds,

and K is a constant depending on the upper structure of the
machine, usually about 1-3-1 -8, and which may be taken
as 1-6 for most machines as a good average value.

Hence, to determine the size of wing-tip floats for a given
machine^, the G.M required is first calculated from
and substituted in equation (A), assuming a reasonable value
for 0. Knowing the shape of float which it is proposed to
use for aerodynamic and hydrodynamic efficiency, it can
at once be determined whether the value of 0 assumed was
correct, and If not, a further application of the formula should
suffice to give the final result.

With some types of flying-boats wing-tip floats are not
used, but instead, a form of stub plane is adopted, being
attached to the sides of the hull, to give the required trans-
verse stability, and the value of GM suggested should be
suitable for such types of machines.

586 <;

37

Mat 30, 1930

THE AIRCRAFT ENGINEER

SuPFXJumrr to
FLIGHT

Hence, the method to adopt would be to calculate BM

fr.iiTi : —

and since BG would be known, then

I = V(BG + Kt/W)

IN THE DRAWING OFFICE.

“ ON ANGLES."

By H. Parkinson, A.R.Ae.S.I.

Tlie determination of compound angles, in personal
exjx'ripiu-e, usually entails careful geometrical layout and
checking before one feels happy enough to issue the drawings
involved for the purposes of manufacture.

Methods of checking by calculation are offered by use of the
simple trigonometric^ formula enumerated herein, together
■with every-da}’ examples illustrating their use.

The pulley bracket example may be of interest to those who
are already conversant with the basic formuhe.

Vase 1.

Required ; a t.e., true machining angle of lug. Kno-wn
apparent angles ; 0 and <j».

- = tan <i> : - = tan 0 ; - = tan a
y y z

Tan a = ^ = ^an «|>

y tan 0 tan 0

Coat 2.

(B)

It is of interest to note that the transverse moment of
inertia of the water plane for the central hull of a flying-boat
of normal shape approximates to : —

Ih*

Ih = — {see Fig. 6)

■where I = length of water-plane measured along centre line
of hull

}i = maximum beam on water-line,

and such an expression is extremely useful for preliminarily
estimating the size of stub planes required, as well as for
many other reasons.

in plan line MM is rotated through angle 0 to coincide
with axis P P and angle (j>. in elevation, corrected to <j>j, ».e.,
true bend angle of lug.

*

- = tan <b

y

Tan (j), =
Case 3.

y ^

- = cos 0 : - = tan A,
2 2

y tan (j>

cos 0

= tan ({> cos 0

.( 2 )

of lug.

Kno^wn apparent angles : a and <}>

In end elevation the line M M is rotated through angle a
to coincide with axis P P and the apparent angle (j). in side
elevation, is corrected to the true angle 4>,

X * 1 y ,

— = cos a : - = tan «)>;- = tan 4>,
y z z

Tan <j), =

cos a

tan ^

tan <t>
cos a

.(3)

.( 1 )

586tf

Case 4 . — Compound example, of Case 1.

In plane o/i, of tube is rotated through angle to coincide
with axis P P, and a plotted in end elevation from apparent
angles 0, and 4>i-

In obtaining a mathematical solution the following pro-
cedjire is adopted : —

(1) In plan, rotate hneMM through angle 0 to coincide
with axis P P. In elevation angle <{> becomes <}>,.

(2) In plan rotate line M M back through angle 0, to
coincide with axis P P . In elevation angle becomes «|»,.

Mat 30,

SUPFLXICXIIT TO

FLIGHT

THE AIRCRAFT ENGINEER

Tan <}>j
Tan 4>i
Tan a
Tan a

tan 4>t
cos 6j
tan (|> cos 0
cos 6j
tan (j>i

tan 6j

tan 4> cos 6 tan <|> cos 0
cos tan fij sin 6j

From (3)

(4)

From (1)

(5)

Case 5.

In designing a pulley bracket which involves compound
angles, the problem is to find the true plane of the pulley
relative to an arbitrarily chosen portion of the aircraft
structure.

The methods available are varied ; this example being
that of obtaining a true view on one 1^ of the cable and then
plotting the true angle of the pulley relative to that part of
the structure previously chosen as a datum.

Known apparent angles from layout 6, y.

Required : a and relative position of structure.

(1) In ;dan rotate M O through angle 6 into axis X X

Y becomes Yx
«l> .. 4>i

P »* Px

(2) In elevation rotate M O through angle into axis X X

becomes
Tx .. Yi

We now plot a and relative position of structure, M 0 being
in the plane of the paper in bo^ plan and side elevation .

By calculation :

(a) tan

= tan <}> COB 6

(ft)

Tx

= Y + ®

(e) tan p,

tan p COB Y

cos Yx

(d)

Ps

= Pi -r- <j»x
tan Yi cos p,

(e) tanYi

cos p,
tan p.

(/) tana

tan Yi

f Line M O now coincddes with axis X X in both plan an< !
elevation and it is obvious that structure has turned throuiih
6 clockwise in plan and onti-clockwise in elevation.

This data maj' now be plotted for layout of bracket.

The following calculations for a wooden mock-up illustrp.'f'
the practical application of the basic formulae derived herein.

(j) = 10= : p = 10“ : 0 = 6° ; Y = 25=

Tun 4*1

=_tan 10“ cos .5°

= 0-176: «|», = lO-

Yx

= 25“ + 5“

a

II

>-

O

11

Tan Pi

tan 30“ cos 25“
cos 30“

= 0-604: px = 31"

Ps

= 31" + 10°

II

0

M

= 41“

Tan Yx

tan 30“ cos 31"
cos 41°

= 0-655 :Ys = 33=

Tan a

tan 41“
“'tan 33“

= 1-34

a = 53“

This data is now plotted and the required bracket drawn
to suit. The form of any individual bracket, of course,
depends upon the local characteristics of the availal e
structure.

TECHNICAL LITERATURE

SUMMARIES OF AERONAUTICAL RESEARCH
COMMITTEE REPORT

These Reports ore published by His Majesty’s Stationery
Office, London, and may be porohased diieotly from H.M-
Stationery Office at the following addresses : Adastral House,
Kingsway, W.C.2 ; 120, Qeorge Street, Edinburgh ; York
Street, Manchester; 1, St. Andrew’s Crescent, Cardiff; 16,
Donegall Square West, Belfast ; or through any booka^er.

The Flutter of Aeroplane Wings. By R. A. Frazer.
B.A, B.8c., and W. J. Duncan, B.Sc., A.M.I.Mech.E.
R. & M. No. 1155. (Ae. 320). (218 pages and 60 diagrams.)
August 1928. Price 12s. 6<f.

In the report of the Accklente Investigation Sub-Committee* dealing with
the subject of wing flutter a brief description is given of a number of aero-
plane amdents, In each of which a peculiar feature was “ rapid and unnaually
large movements of the wIiiot.'* In view of a poaaible recurrence of slmUar
ao^enta as the speeds of aeroplanes are increased, the 8nb-Commltte«
recommended that " the vibration of aeropLane structures should be
thoronghl}' studied, both from the theoretical and exitorimental standpofnb.
so as to provide data from which designer, can calcidate and so avoid insta-
bility, U any suspicion arises that the exper mce is likely to be repeated.”

Invertlgatlont undertaken in accordance with the foregoing recommenda-
tion soon showed that the problem is very much more complex than was
anticipated. Research upon the subject has by no means reached finality,
but certain definite coo.Jusloas regarding the avoidance of wing flutter have
now been drawn. In view ol the practicaJ urgency of the ((uestton, ft has been
thonght desirable to publish as a monograph an account of the theoretical
and experimental work hitherto' comjdeted, together with a statement of
provisic^ conclneions and practical recommendations.

* &. A M. 1041. Accidents to aeroplanes invedving flatter of tba wingi.
Bepon of the Accidents Investigation Sub-Committee.

586 /

May 80. 1830

39

THE AIRCRAFT ENGINEER

SuPPI.ltMEST TO

FLIGHT

\ (Ecneral outline of tlic eom-Iiuiiotiii reu-liM! mid rwomnendutionx made
on this subject h«* already iieen imbltehed as a se|<arAtp Issiict of the Reports
and Memoranda aerie* and Is here reprint<>d in front of tiie ireneral theoretical
and experimentai investiration now ptibilahed for the first time.

The theoreticai part of the voiimie deals with the e()uatlons of motion of
the wing-aileron system, with stability criteria and critical flutter s|>eeds and
with a (traphlcal treatment of binary flatter problems, involving only two
degrees of freedom. In the experimental investigation the authors hod to
develop a special technlqae for the measnrement of tlie derivatives on
flexible wings, due to torsion and flexure of the wing Itselt and to aileron
movement. The cases discussed arc luuned torsional-aileron, flexural-aileron
and flexural-torsional, which provide self-explanation titles. The agreement
lietween the observed calculated critical speeds was found to be sulhelentlv
g(ssi to warrant the conclusion that the theory given in this inoiiograpii
u ude(|iiatr for the discussion of tiic flutter of aerujilaiie wings, hut Its real
value lies In Its application to the discovery of methods tor preventing flutter.

The third part of the monograph deals with various reeomniendations for
pri'ventlon of eaeh type of flutter. Cantilever monoplanes, stayed
monoplanes and biplanes are separately discussed and the inttnenecs' of
I'lastie hysteresis of friction and of abnormal wing incidences are dealt wltli.
The report eoncludes with a warning to designers of the close relation tiuit
exists between the physical and aerodynamic properties of an aeroplane
wing which may lead to Insufflclent care being taken In taking precautions
10 prevent flutter.

The nioiiograph has a number of appendices dealing nith specialised matters,
contains an annotated list ot references and a list of the principal symlMfls
used with tlieir signiflcance. An adequate Index tor tiie wliule voiunie is
included.

t K. & M, 1177. A brief survey of Wing Flutter with an Abstract of
Design Uecommeudatlous. K. A. Frazer and W. J. Uuneaii.

PEE3StTRK DlSTBIBUnON OVER A YaWED AeKOFOIL. Bv
D. H. Williams, B.Sc., with an Appendix on Rolling
Moments on a Yawed Aerofoil. By A. S. Batson, B.Sc.
R. & M. No. 1203 (Ae. 304.). (23 pages and 20 diagrams.)
October, 1928. Price 2s. 6d. net.

The variation of pressure distribution on a wing with yaw is of great
Importance, and the work on control for stress calculations. Hitherto all
prrssuTC observations over an aerofoil have been made with an aerofoil
at 0" yaw, and tfiere have lieeii no data available lor determining bOW the
pressure distribution alters when the aerofoil is yawed. The experiment*
described In this reporti have been nndertaken to supply this coefllcient.

The pressure distribution over a U.A.F.15 aerofoil. aspe<;t ratio fl, has been
uioasured over a range of Incidence from 0° to 40" by 4° ste]w, and from
n“ to S0° yaw every .1“. Below the stall, the distribution varies little with
yaw except at the wing tips. Above the stall, the leading wing tip Is
unstalled while the trailing wing Up is stalled. The resultant pressure near
the leading wing Up Increases to over 2-5 V>p at 80° incidence and 80° yaw.
This gives rise to very large rolling moments. For comparison with the
results obtained by integration, the rolling moments have liecn measured
on the same aerrrfoU over the same range of Incidence and yaw. The
agreement is good.

Conditions fob the Prevention of Flexubal-Tor-sional
Fluttek of an Elastic Wing. By R. A. P’razer, B.A.,
B.Sc., and W. J. Duncan. B.Sc., .^.M.l.Mech.E. R. & M.
No. 1217 (Ae. 376). (16 pageo and 1 diagram.) December,

1928. Price 9d. net.

The thioretlcol discussion of wing flutter givcu in K. dt M. 1155* is based
uu the nssiunpUon that the wing cau be treated as " semi-rigid ’’ — in tile
sense that the flexural and torsional displacements at any section are
supposed to be determined by the corres|ionding displacements at tiie
reference aecUun (r.g., the wing Up). The practical validity of the assumption
is well supported by the good agreement obtained in comparisons between
experimentally observtxl critical flutter speeds and those predicted by the
“semi-rigid " theory.! Nevertheless, an analysis of the problem based on
a direct application of elasUc theory — if mathnnath^ally feasible — would be
useful as affording an iiulependent test of the conclusions aln»dy drawn
from the simpler theory.

The oseWations ot an elastic cantilever wing without aileron ore studied
inatliemntieally In a paper by 8. 11. Gates.^ but simple conditions for
stability arc not stated. In the present report a similar analysis is adopted,
and a general method for the dlsciuuioii of the atalilllty is develo|HKl.
I'urthrr, the treatment la extended to stayed wings of a certain type.

The paper provides strong support for the priiiiripal deductions regarding
^bliity of the flexural-torsional moUon of a wing, drawn in R. A K. 11.55
from the " semi-rigid ’’ theory. Important addiUonal conclusions arc that
the earliest flexural-torsional fliititer of a monoplane wing whose mass
distrlbuUon is approximately uniform will occur In the “ fundamental ”
mode, and tlmt ft flutter in the fundamental mode has been prevented. It
will not occur In any higher mode.

* "The Flutter of Aeroplane Wings." Uv K. A. Frazer and W. J.
Duuoan. August, 1928.
t See K. 4 M. 1155, Chapter VII.

} " The Torsion-Flexure Osclilatloos of Two Connected Beams." S. B.
Gates. *■ Phil. Mag.," January, 1928.

The Flutter of Aeropane Tails. By R. A. Fraser.
B.A., B.Sc., and W. J. Duncan. B.Sc., A.M.l.Mecb.E.
li. & M. No. 1237 (Ae. 392). (27 [lage* and 6 diagrams).

January, 1930. Price la. 6d. net.

In It. A M, 276* an analysis is givcu of the oselUations of the tail of an
^roplanc in flight, the degrees of freedom assumed for the dynamical system
oemg angular movement of the elevators about their hinges, and torsion of the
luseli^e. Amongst the measures suggested In tliat report for the elimiuation
T connection of the two elevators by a tube stiff in torsion ;

^“'introduction erf artiftclal elevator damping.

i-**® ji*cillations of a tailpioue In flexure and torsion are examined by an
npproiiiaate theory In Report No. 28St of Mm* National Advisory Committee
•Aeronautics. Location of the centre of mass In, or forward, of the main
...J**?* centre of pressure aft of this member is reoom-

uieMed— or, alternatively, an increase of structural rigidity.

I paper by Mr. H. Boloal deals with the static distortion of clastic

divCTg^e i^e^^°^***** * ****** ^*** of the flexural-torsional

In the pre-scnl report the pmhleni of tall flutter Is treated by methods
strictly analogous to tliime used for wing flutter lu R. i, M. 1155.$ The under-
lying principle Is the sulMtitution ot semi-rigid e4)unterpart* for such portions
of the moving system as are likely to distort appreciably under the acting
loads. For simplicity, only thi- tailplaiip and the flu are dealt with to this
way, and elevator and rudders ore treated as rigid. As further limitation
which is imposed is that the only important motion of the fuselage is torslouaL

Part 1 of the present rep<irt give* a general survey of the dynamical theory
of tail flutter and divergence. The motions discussed Involve twist of the
fuselage, flapping of the elevator* and rudder, and distortion of the tallplane
and flu. Criteria for stability are examined, and simple sufficient conditions
fur the avuidani'c of flutter arc deduced.

Part II gives an srixiimt ot some wind tunnel experlmento, the results of
which are in giH«l accord with the theoretical conclusions. The results of the
testa are in general occord with the theoretical nouclusion.'i of Part I. Autl-
symmetrical Mutters of the following types were deinoostrated : —

(1) Illimry fuselage-elevator flutter.

(2) Binary fuselage-rudder Butter.

(3) Ternary fu-Helage-elevator-rudder flutter.

The experiments indicate that, at least fur tiie case where the tailplaue and
Uu are very stiff, rudder flutter can be avoided by suitable mass loading or by
adoption of a rudder symmetrically disposed alsmt the axis of toraion of the
fuselage : further, that flutter of the elevators nan be eliminated by the
provision of a ver.v stiff direct <ymnection tietweeu the elevators, or by moss
loading. A liigli torsional stiffuess of the fuselage does not appear to be
|>articuUrly advantageous. lastly, very close approach to aerudyuamlcal
Imlani-e of the cxtntrol surfaces may be dangerous.

• R. A M. 27fi. Torsional Vibrations on the Tail of an Aeroplane,"
Part 2. — L Balrstow and A. Fage, 1916.

•t ■■ A .Study of Wing Flutter’” — A. F. Zahm and R. M. Bear. N.A.C.A.
Report No. 28.5. 1928. (Revise of earlier report dated 1926).

J •• Tall Flutter— A New Theory.”— H. Bolas. “ Aircraft Kngiueeriug."
March, Itkiff.

$ R. A M. 1155. The Flutter of Aeroplane Wings." — R. A. Frazer and
IV. J. Dunran. .lugust. 1928.

P.ART I. — Characteristics and Engine Performance of
Gaseous Fuels Obt.ained from Oil. Part II. — Engine
Performance from Kebosene/Oil Gas Mixtures. By
Sqdn.-Ldr. Hpimore. M.Sc. ExporiiueutB carried out for the
Aeronautical Research Committee at the Cambridge Univ'er-
sitj’ Engineering Ijaboratoiy. R. & M. No. 1265 (E. 33).
(.54 i>age« and 14 diagrams.) September, 1929. Price 3«.
net.

with a view to obtaining engine performance data uu gaseous fuels
suitahk- fur use in airships, an examination was made of various gases
evolved by the dratnict.lve distillation of oil. This )iarticular source of
gas fuel was chosen both on account of ite low cost of production (approxi-
mately the same exist for heat value as jietrul), and also because the density
of oil gas approximates closely to that ot air and can be varied within limits
as desired during numufaeture.

Tiie subjects of enquiry included the methods of making gas from oU,
the >1cld of gas obtainable from oil at various temperatures of distillation,
i-orious methods of determining gas densities relative to air, and the limits
within which this property may he varied. Slugle-cyilnder engine tests
were carried out on a Ricardo E.35 variable eomprnsion engine on " light "
oil gases (densities 0’72:l and O' 774) and on " heavy " oil gas (density 1-05).
.A Bolls Royce " liagle VIll ” 350 h.p. aero, engine was converted to 7 ; 1
compression ratio and run on gas fuel.

•" Light " oil gas (density 0 • 774 a|>prox.) appears to be the most economical
and efficient fuel of this aeries tested. It is not anticipated that an oil gas
of density greater than 1 (15 relative to air could be produced by this method
without greatly increased cost and decreased stability. It bu been found
Impossible to cause hackflre into the fuel Intake with this gas either by
varying mixt ure strength or engine speed, the engine having been brought
to a standstill by this means at either end ol the mixture range. No sign
ot detonation or pre-lgnltlon were observed even at 7 : 1 compression
ratio.

Engine tests carried out with this light oil gas on a Rolls Royce 350 h.p.
aero engine confirmed the experiment^ single-cylinder results, the absence
ol detonation and tendency to backfire being maintained. Very smooth
running and impnived distribution were observed, whilst easy starting and
flexible control over the whole mixture range was found to result from the
principle of gas earburatlon employed.

To examine tlir ptswiliillty of employing kerosene as an auxiliary fuel to
oil gas in an Intemal-eombilstlon engine of normal design, and with u view
to the ultimate use of tius combination of fuels in airship engines, the
Ricardo E. 35 engine at Cambridge University was run on various proportions
oX kerosene and oil gas up to a compression ratio of 7 : 1. Tests at full-scale
were also carried out on a Rolls Royce " Eagle VIII " aero engine (converted
to 7 ; 1 compression ratio) on kcrosene/oU mixtures. •

It appears that high etflcieucies cau be obtained from the combustion ol
a nou-volatllc luel such as kerosene by means ol a readily combustible
gaseous fuel such as the oil gas used in the present instance. At the same
time the tendency to detonate normally possessed by kerosene is largely
negative. TTie teste carried out at full scale on the Rolls Royce
•• Eagle VUI " aero engine, wliich are probably the first of their kind
attempted, were entirely satisfactory. So distribution dlfflcuiUes wen-
eneounterrt, and it was found possible to employ a wider range of
kerosene, 'oU gas ratios than on the Ricardo E. 35 en^ue without detonation.
The fuel con-sumption at full power* on kerosene/tnl gas mixtures averaged
O' 455 lb. per b.ti.p. hour, as against 0-52 lb. per b.h.p. hour obtained from
the standud eu^ue on petrol.

* This refers to the designed full power of the engine at 5 : 1 compression
ratio.

Reduction of Drag of Radial Engines by the Attach-
ment of Rings of Aerofoil Section, including Inter-
ference Exfeiiiments of an Allied Nature, with Some
Further Applications. By H. C. H. Townend. B.Sc.
R. & M. No. 1267 (Ae. 413). (77 pages and 27 diagrams.)
July, 1929. Price 4«. net.

dome experiments are described in which large and frequently negative
Interference effects arc found to be produced by certain objects of streamline

586g

40

Hat so. 1930

SUTPLEM£XT TO

FLIGHT

THE AIRCRAFT ENGINEER

or awofoU form u}h»i Uk' drag o( (1) a lundrl uf aintiip form (f. 721) ; (2)
model aeroplane l^ies liaving radial enginn* in the nnoi- : and (3) niodela
in which turbulenee ia produced bv grooves or sharp edges. The evldcnw
provided by t.l»e teats siiows that the effects produced In eases (2) and (3)
are due not. to shielding or fairing of the ol>at.nirtinna. hut hi tlie addition
of uuiull aerololis to the models iu such a wav as to control the airflow iu
the neighbourluKal of tlie ol»t met Ions, rhieflv tiv governing Its tis'al
direction.

The chief result of the experiments hAs been the development of a method
of redneing the drag of radial engines, whieli eonalats in plaeing a ring of
aerofotl section round the nose in front of the engine and partly overlapping It.
The aerofoil section adopted for the ring may vary widely from a eamhered
plate to a thlrk ayinmeUieal aeotlou am’h as could la- used lor an exluuat
pipe or silencer.

The magnitude uf the reduction olitained witii a giteii ring huTeaaes
with the nuinher of eyliiiders in the engine, at lra.st up to nine. Witli
14 eyllndera in two rows the rcdiietlou Is praetieally the same as ultli nine.
In the beat case tested (with nine ^■Jiinders) a reduction of drag was obtained
equal to 60 per eent. of that of iKidy and engine only (i.e.. R Rq ^ (I-40).

Full-scale teats indicate that Uu> eouling of the engine is usually
unimpaired and in some rases improved, t'onsid era tile silencing nuty also
be effected when the ring is used as an exlmust eolleetm-. The eeiling mav
be increased.

FuU-scale tests are in hand at the R..\.B. in whii h nieasiireinents are to
be made of the effect of two typical rings on the pertomuinee of a Hriatol
Bulldog aeroplane (" Jupiter " engine). The rings selected for test are
the fuU-gcale equivalents uf King J and iiulygonal Ring P3 aliown in Fig. 2.'i
of this report, with a slight niodlfleatiuii to the angle lietueeii tlie eluird
and the body axis. Tlie intiiienee on the I'noling of tlie engine i.s also to lie
measured.

Experiment.s relattso to the Fi.ow in the Boi nbaby
Layeb of ak Airship Model. By L. F. (i. Simmons,
M.A., A.R.C.Sc. R. & M. No. 1268 (Ae. 414). (7 pages
and 6 diagrams.) April, 1929. Price 6rf. net.

A knowledge of the relative areas exposed to laniinnr and to turbulent
flow in the boundary layer has materialfy assIstKl towards n iietter under-
standing of the reason for the observed rhange in the skin Irietlon roettielent
uf a thin plate at dlfleruiit speeds; aud, largely tUruiigli the theoreileal
work ot Ton Karinan and Blasius. expcrinientaiiy verified liy Burgers and
Eijnen, It is now possible to predict, within preserihed limits, depending on
steadiness of the flow, the resistance of a thin plate witli a g<s^ entry at
any speed. More recently. Professor Jones has ahowii that the drag of
good streamline forms, such as airships, must he influenced in a similar
manner by the extent and nature of the flow in the tsiiiridary layer.

Consequently, the boundary layer on a good streamline shape was deter-
mined by expioratlons made at a number of sections witli a total head lube.
These extended chiefly over the rear hail of tlie model airship, and also to
some distance in the wake. In addition veloeity mcAsurenients were made
with a combined Pitot tube, in order to provide a ehis-k on the aifuracy
of the total head readings.

At a wind speed of 60 ft. see. it was shown that from tin- tail to a section
30-8 forward, the veloeity distriliutioii ulieyed a Ian similar in form tsi
that deduced by Von Karman for turhiilen't flow. At a section :t6 K in.
forward the distribution resemiiled that predieteil by lllasliis tor laminar
flow. It. was. therefore, conrhided that the transition iH^ciirred lietween
these sections.

Omflmiatory evidence is required on»the position ot tran.sition points of
bodies of different shapes. A special instrument is lieing prepared lor tlii.-
^lu^osc, and it is hoped that this will be shortly avuilahle fur work of thi.<

The Fcli. Scale Determinattov of the Lateral
RKS iSTAifcE I)ertvative.s ok the Bri.stol Fiohter Aero-
PLAHE. Part III. The Determination of the Rate of
Roll Dkrivativk.s. By E. T. Jones, M.En).'. I’reseuted
by the Director of Scientific Research. Air Mini.stiy. R. & M.
No. 1270. (Ae. 416.) (7 pages and 7 diakTams.) -July.
1929. Price 9J. net.

The lateral resistance derivatives of the Bristol fighter iieriiplaiie tmve
now been completct}* determined full scale at a wing incideni'i of ItT-li
approximately. The sideslip derivatives are given in R. A M. IIS7* aud the
rate of turn derivatives in B. & M. 10681. while the rate of roll derivatives
arejriven in the present report.

The method uf determining Lp, full scale, liy applying a known roiling
inomenf in straight flight and measuring tiie sutwequeut motion in roll lias
been examined theoretically in H. A M. 938.i It is shown in tliat report that
if the reeling motion of the aeroplane during the flrst-lialf sei-umi siiljse(|iient
to the appIleKtion of a kiHiwn constant rolling inomrnl Is aftruralely m-onleil.
then the vainr of l.p ran be dedneed with good aecnraey. ignoring the rolling
moments duo to sideslip and rate of yaw In tlie distiirlied niiKion An
instrument whieb will be referred to as a kymograph was designed espeelaRy
for the experiments and the rolling and yawing motion.s of the aeroplane
subsequent to dropping a heavy mass from o* c wing tip were riKrordid plioto-
gr^hlcaUy.

Tlie present experiments were made at angles of iiiehtenre of Ifl -3 and
11 -S'. The valnes of Lp referred to wind axes are — lI.ltK) and — 13.7(Ki
at angles of iucidenee of lO-S* and 11-3" respectively. Tlie eorres|Miiidiiig
Talnes of Np are — 1,850 and — 2.800. The niagnitiide of i.p is within 2
per cent, of tlie model figure dedueeil from K. & M. 032. § lull the full seale
value of Np Is much greater numericaUy than that given in R. A- M. 0!i2.

* The fuU-BCale determination of the lateral resistance derivatives of a
Bristol Fighter aeroplane. By H. M. Garner and S. U. (iates.

t The (nil-scale determination of the lateral resistance derivatives of a
Bristol Fighter aeroplane. Part II. The determination of the rate of tuni
derivatives. By H. M. (romer.

f A theory of the full-seaie determination of damping in roll. By S. B.
Gates and H. M. Garner.

S Experiments on a model of a Bristol Fighter (1/10 scale).

Section I . — Force and moment measurements at various angles of yaw.
By Irving and Bataon.

Section II . — lateral derivatives by the forced oscillation method. By
Frazer, Batson and Gadd.

Expeiuments on ak Ape Aebopl.ane fitted with Pilot
Planes. By S. Scott-Hall, M.Sc., D.I.C. Presented by
the Director of Scientific Research, Air Ministry. R. & M.
No. 1273. (Ae. 419). (5 paries and 10 diagrams). May,fl029.
Price 9d. net.

The pilot plane Is an auxiliary aerofoil iiivnted freely ahead of a wing, the
upward rotation lieing limited by a stop. .At high angles of incidence the
pilot plane rotates upwards until it reaches the stop and then pro%ddes a
leading edge slot with the well-know-n chararteristics. At small angles of
tneideui'e It (alls away from the stop and automatically sets itself lor low-
drag. The purpose of the experiments was to determine the boat maximum
angle for the pilot plant's on a K..A.F. 1.5 wing section fitted to an Ape aero-
lilnne. as determined by Uie iMniUon of the stops limiting their upward
rotation, and U> determine the iiwxlumin lift obtalnalile with this setting.

The Armstrong Whitworth .Ape 77.54 was flttod with pilot pianos along the
w liole of the leading etlges of lop and liotitom planes. Tlie outer pilot pianos
in front of, aud inter-eonneet^ with the ailerons were maintained at a
constant setting throughout the tests (40-5° maximum angle to the main wing
chord witli ailerons neutral). Measurements of maximum lift were made with
the remaining pilot planes set at mean angles of 85-6°, SS-S”, 39-8°, 39-8°,
42 -9“ to the main wing chord and other measurements were made with these
pilot planes removed.

The maximum lilt eoolfldcnt obtained with the pilot plane set at 39-8°
was 0-71. Witli the inner pilot planes removed but with tliosc connected
witli tile ailerons left in |iosltion. the niaxiniiim lift eoefBcient was II 54.

Stresses and Strains in Airscrews with Particular
Reference to Twist. By R. McKinnon Wood, O.B.E.,
M.A., and W. (5. A. Perring, R.N.C. Presented by the
Director of Scientific Research. Air Ministry. R. & M.
No. 1274 (Ac. 420). (14 pages and 4 diagrams.) April, 1929.
Price 9i. net.

In order to calculate i-orrectly the la-rfornianoc of on alrBcrcw in process
of design or (or purposes of research, knowinige of the extent to wtiich the
blades twist under running loails is required.

A theoretical analysis bos been made assiiiuhig solid liomogeneniis isotropic
blades, and fairly eomprelicnsive equations have been deduced. Approxi-
mations liave lieen indicated and a summary given of a simplifled approximate,
calculation for drawing office use ; this should be adequate for the commonest
forms of airscrew. HoUow blades have also been discussed. Expressions
lor bending moments are included.

A short length of the blade may be treated as a short length of a cylinder
under end lo^, bending and tw-isting moments, provided that the twisting
moment is augmented liy a quantity depending on the end load and rate of
cbaiigu of blade angle.

The ealculatioii of rentrifugal twisting moment Is complicated, but if
the centre line of the blade is straight aud Interseets the axis of rotation
at right angles, this nnmient is riosely repres»>nted by a single term propor-
tional to the greater principal moment of inertia of sections and to the
sine of twice the blade angle.

The analysis Ls applicable to hollow blades with certain alterations.

The Effect ok Span on .\nirRAFT Performance. By
W. (i. .Tennings, B..Sc., in collaboration with Messrs. Boulton
and Paul, Ltd. Presented by the Director of Scientific
Research. Air MinistrA’. R. & M. No. 1276 (Ae. 422).
(17 pages and IJ diagrams.) May, 1929. Price 1«. net.

The portormuu*t‘ oI tUre** af*roplaii*^ of Hip luiniif t.yi»p of alMiiii 9.000 lb.
tJital aiul itiL'Tjrpfirnling wiiig>* wiUi of 00 ft., 70 ft. and BO ft.,

resprcthTly, have been CHlcuUtod and tin* result* wimparwl. TIip estiinate^
are based upon a fiill deaicn of the wine structures.

From the result* of the |>erformancf ralrulations It would appear that
at low altitudes little chance In performamre lt» to be expected by Increaalnj:
the from ft. to BO ft. for this t.vpo of aircraft. At hi«h altitudes.
h(»wever. the larjter «pau improves the performance appreciably and a
marked irirreatu* in aliMtliitc ceiilnc is obtained. At all bcluhts the maximnni
ran^e of the larger span is cou»iderai>ly (treatex than that of the smaller
aerfiplane. The calculations abui indicate that the optimum span for
perfoniianfT at hUih altltudw would appreciably greater tlian 80 ft. lor
this type of aircraft. A rtdatively pf*or i>erformance at low altitudes would,
of course, an*omi»iiy sucli a large increase of span.

The above eBtimate of the effect of span on performance Is leased on the
assumption that the extra to wing struct/urea of three aero|)lanes deaigneil
u> the same sp«*rltipation and incorporating the three given sets of wlng>
will Ik* in such a form that they will have no influence on the relati>»*
performances. A1 ik> the assumptions that enter Into the method of
jMfrformuDPe prediction from deslgii data onlv (e.g., Interference effects, etc.)
iiiHV modify t<» iwmit* ext4«nt fhf* alMivr ronc(ujiion.s.

If is r<*nsidi*red. however, that the above effect on performance is an
irirlU'Mtifm of wliai may la* ex|>ret4*d when the sfian of an aircraft Of tht'^
type is varied, and this is sulwtantUt-ed by detailed consideration of a
numl>er of matters dealt with in appendices.

Tests itnuek Conditions of Infinite A.spect Ratio
OK Four Aerofoils in a High-speed VI'ind C’hannel.
By T. E. Stanton, F.R.S. R. & M. No. 1279 (Ae. 425).
(4 pages and 2 diagrams.) October, 1929. Price id. net.

Testa have been made at a speed of half the velocity of sound at angle
of lncldeii<'.e ranging from 0 to 6 degrees on the following aerofoils :
(1) R.A.F. 27. (2) R.A.F. 27 with mtidiHed nose, (3) R.A.F. 30, (4) R.A.F. J"
witli modified nose. A set of tests was also made on R.A.F. 30 »'
i/.o— 0-35.

I'omporiaon of the results with those obtained from models ol aspee'
ratio 6 : 1 tested in a low-speed wind rhannel and corrected for Inflnll'’
aspect ratio, given in R. * M. 1072,* show a close agreement as regards
lift, but marked disagreement in drag. This disagreement extends to the
case of the lower speral tests at uia — 0-35.

• R. & M. 1072. The Charaeteristics of Certain AeroMI Sections for
Infinite Aspect Ratio. By A. 8. Uartshorn.

586h

FLIGHT, May 30. 1930

PRIVATE FLYING

AND CLUB NEWS

'THE ISLE OF WIGHT FLYING CLUB cordially invite may
^ all members of Light 'Plane Clubs, private owners, and took
others concerned with aviation, to attend at their Air Pageant, did
to be held at Shanklin Aerodrome, on Thursday, June 12, at pilot
2.15 p.m.. on the occasion of the oflhcial opening of the Club Hon
by Air Vice-Marshal Sir Sefton Brancker. A very attractive pros]
programme has been arranged, and a number of well-known Fitzi
pilots have promised to attend.

.Members of any flying clubs,

and the personnel of visiting r ~^ »

aircraft will not pay for admis- w

/jr E.cowM

Sion. // 11 “

Luncheons and teas w’iU be
obtainable on Aerodrome.

The programme will consist of vl f" ^

a Brand fly-past of all types of

machines, a parachute drop by “ L/

John Tranum, an acrobatic ,,^>^»iewooo-t ^

competition (open to all pilots), j

a balloon bursting competition I S L E V O F

A " pilots only), an exhibition J- V,;- —

flight by winner of aerobatics W I G H

competition, a take-off competi- j

tion (open to all pilote) , and A/ftooPOMf ®

bombing the car ( A pilots T

only). J (

joy-riding w'ill be carried out 1 S.

throughout the meeting by \ ^

Wight A\'iation, Ltd. The ' ^

Aerodrome is exceptionally good

for a Club and our small map ,«

will serve to show its approxi-
mate position. A partial map of the Isle c

may be gathered from the fact that Mr. Davds himself
took over 150 people for flights, while Mr. Palmer also
did some bu.*unc.ss with the club Moth — GAAIE. Visiting
pilots numbered nearly 20, and included amongst them : The
Hon. Loel Guinness, in a Bluebird, and Mr. Fitzwilliam, the
prospective Conservative candidate for Peterborough. Mr.
Fitzwilliam, whose familv has been connected with Peter-
borough and the Fitzwilliam
hounds for many years, imme-
Cb diately became a member of the

Northants Aero Club.

Mrs. Whittome, Mr. K. Whit-
tome’s mother, provided a de-
lightful lunch for all the \dsiting
Y pUots. and also for all the

L ^ members who came over from

'V- y j) Northampton to help.

hoped to arrange an-
y BtMBaM other meeting in Peterborough
y later on, at which all the pilots

~ ***^*^ / were there on Saturday,

- and many others, will be wel-

come.

x ® meantime, Mr. Whit-

tome will always be pleased to
r M see \dsitors who call at Horsey

N. ||t Toll Aerodrome. The aero-

V drome is on the east side of

““■** ■ Peterborough — on the Whittle-

® * sea Road, and is fully licensed

f « for joj'-riding.

yUE PETERBOROUGH
^ FLYING MEETING.

Peterborough's first flying meeting on Saturday, May 24, at
Mr. K. Whittome's private aerodrome at Horsey Toll, was
a great success, due to the efforts of Mr. Whittome and the
Fl\-ing Committee of the Northamptonshire Aero Club.
k crowd of about 6,000 watched the flying

from an adjoining field, which being slightly

higher than the aerodrome was a natural
grand stand ,

The programme was opened by Flt.-Lt. * _

Rose, with one of his perfect exhibitions of
crazy flying, and then there was some ^

effective formation flying by Flt.-Lt. Rose, C—

Mr. P. Grev, and Mr. Runtz-Rees. I

The race between the club private owners \

produced some exciting moments. V

Mr. G. Linnell got away first and led for '

nearly two laps when he was overtaken by
-Mr. S. P. Tyzack. During the last lap the
crowd got wildly excited, and great jubila-
! don was felt when Mr. K. Whittome (who IS. so

had been handicapped heavily) passed the
others right on the winning post. •

Mr. Palmer, the club instructor, flew over

from Northampton and gave an excellent ,

display of aerobatics in G.A.A.I.E.

•Vlr. S. A. Thome showed that a Desoutter,

Iresides being as comfortable and luxurious
as a saloon car. can also be stunted, with
case, by Mr. Thorne.

1 he little blue Klemm was shown to , I

advantage by Mr. Rogers. |

pilots tried balloon - bursting, ' —

it.-Lt. Rose being the most sldlful. .As
usual at these meetings a small car drove
out to he bombed. The bombing 'planes
must have been more than usually accurate,

or one of the passengers was knocked out

formante^ luore than once during the per-

afternoon there was joy-riding . , . ^

il ^JooWands School of Flying. Some ^ further d
aca of the keenness of the p^ple to fly

A partial map of the Isle of Wight showing
the aerodrome.

Wight showing pLIDlNG CERTIFICATES.

The Royal Aero Club has
issued the following Gliding
Certificates ; —

C. H. Lowe-Wylde .. Certificate “ A ' ’

C. H. Latimer Needham Certificate " A ” and " B ”
Marcus D. Manton . . Certificate ''' A ”

s . N* a c
U5 wooosctttws

RUDDER BAR STOP FOR
DICKSON Glider

A further detail drawing for the Dickson Glider which completes
the series for the controls.

587

FLIGHT, May 30, ISWO

CHATEAU

d’ARDENNES

O N Saturday and Sunday, May
17 and 18, the Chateau
d 'Ardennes, near Dinant,
was the scene of a very successful
" Aerial week-end," which was
organised bv the Brussels Aero
Club.

The Chateau has a notable,
though somewhat tragic, history.
It was, in the first place, the home
of Leopold, the grandfather of the
present king, who at one time
owned the territory now known as
the Belgian Congo, in Africa. He
took a great interest in this African
property at first, but as he gradually
became tired of it. he relinquished
it to the nation, and thus the Belgian
Congo came to be built up.

After the death of his son he
turned against his wife and friends,
and eventually refused to live in
this Chateau. Since then it has
gone through many vicissitudes,
and is now run as one of the Les
Grands Hotels Europ^ens.

The aerodrome, which is rather
under a mile from the chateau in
an E.S.E. direction, is somewhat
tricky, and even some of the well-
expMsrienced visiting pilots were glad
of the cordon of helpers who were
drawn up ready to help them on
landing, and prevent them running
into the far hedges.

The party of about 20 machines,
of which a large percentage was
from England, gathered at Brussels
on Saturday morning, where they
were entertained to lunch by the
Aero Club, after which they left
for the Cbatean. In the evening
there was dinner, with a dance
afterwards. The following morning
was spent in seeing the Chateau
and its beautiful grounds, and after
lunch the visitors departed.

Among those who attended from
this country were Lady Bailey,
Mrs. Cleaver, Miss Slade, Miss
Spooner, and Messrs. Norman,
Muntz, McClure, Wills, and Cubitt.
Quite a wide range of machines

was to be seen from a Belgian
Handley-Page, down through St.
Huberts, Moths, Avians and Blue-
birds, to an old Caudron, of about the
year 1914. Our photograph.s show
a view of the Chateau and of the
aerodrome from tlie air, while in
the upper small picture may be
seen the old Caudron, and below,
on the left, are Mr. and Mrs. Ivor
McClure, who arrived in their
newly-acquired Moth G-AAAA,
and on the right, Mr. and -Mrs.
Norman are receiving a glass of
" Vin d’honneur” from the officials
on their arrival.

588

FLIGHT, May 30, 1930

yHE BRISTOL AIR PAGEANT, Saturday. May 31.—
The opening ceremony by H.R.H. Prince George will
take place on the roof of the Clubhouse.

The Continental Air Rallye is due at Bristol, midday, on
Friday, May 30, as also are entrants in competitive events.

On Saturday, May 31, flying will start at 10 a.m. with
heats of races, joy-riding, aerobatic displays, &c., until
2.30 p.m., when all String will cease until the arrival of
H.R.H. Prince George at 3 p.m., when the opening ceremony
will take place and the Pageant proiter commence.

Extensive arrangements have been made to ensure the
success of the Pageant, and the publicity work so ably carried
out under the direction of Mr. R. Ashley Hall should bring
a very large audience to appreciate tliese arrangements.

M.\TIONAL FLYING SERVICES, LTD., announce that
^ . for the future no landing fees will be charged for
privately-owned aircraft landing at the London Air Park,
Hanworth, and visitors arriving by air will be made honorary
members of the Hanworth Club for the day.

The Company state that it is impossible to offer similar
facilities at municipal aerodromes under their control in
the provinces, owing to the fact that the municipal authori-
ties demand payment for landings, except by members of
the N.F.S. flying clubs.

A SHELL MOTH IN AUSTRALIA ; F O. Owen hands
over the log books of the Shell Co.’s new Moth to
the General Manager, Mr. O. Darch.

LIESTON was the scene of con-
^ siderable enterprise on the
part of Auto-Auctions. Ltd., last
Sunday, May 25. when they invited
the Junior Car Club and many
others to come and be initiated
into the pleasures of flying.

Some 1,000 cars were present,
and many more spectators; and
everyone enjoyed their initiation.
The idea^ of the gathering was not
so much an air meeting as a meeting
of those who though keen on air-
craft, had not yet had the oppor-
tunity' of learning anything about
them. Consequently' all those who
arrived at Heston were dead keen
without being even a little bit
blas^.

Many' well-known pilots were
there to show how machines can
be handled, and these included
Mr. Holman, the Sales Manager
of Cirrus Engines, Ltd., who arrived
in his Hermes-Avian, Fhght-Lieut.
Stainforth in the Junkers Junior
belonging to Trost Bros., of Croy-
don, Mr. Blake in the Blackburn
Lincock, and Capt. Broad in a
production D.H. Puss-Moth. All put
up very fine exhibitions.

Enterprise 1 Auto-Auctlons, Ltd., the Bluebird agents, have fitted this
Machine with the new Goodyear Air Wheels.

589

Mr. Sidney St. Barbe emulated
a naval action in the way he
distributed smoke around the’hori-
zon from his S.E.5a, and Mr. Dudley
Watt showed that flying slowly can
be safe on the right machine. The
weather was very bad and the
visibility poor, but in spite of
this a considerable amount of
flying was done and the Argosy
which Auto-Auctions had chartered
to pve free joy rides put in a lot
of hard work. Several Bluebirds
were to be seen flying, and one in
particular, as our photograph shows,
was fitted with the new Goodyear
air-wheels. The Breda also put
up an excellent show, and F/O.

Store certainly seems to know just how to get the best out
of this machine.

Sqdn.-Ldr. Ridley, who is responsible for the energetic
way in which Auto-Auctions have taken up the flying side,
was there, and both Messrs. Norman and Muntz, the directors
of Airwork, Ltd., were as usual doing their best to help
everybody. Auto- Auctions, Ltd., of course, deal in cars
as well as aircraft, and one of their lines is the l.,ca-Francis,
a supercharged model of which was used for the " bombing
the car " item. The super-charger, however, worked so well
that the pilot of the aircraft was unable to catch the car.

pOR CONTINENTAL TOURISTS. Those contemplating
touring will be interested in the following letter
received from Etablissements Geo. Nash, Ateliers etMagasins,
82-84, Rue du Lillier, Abbeville (Somme).

" As the summer is now approaching, many private owners
of Moths will be visiting the Continent, and it will be of
interest to them to know something of the facilities afiorded
at Abbeville.

" Being the recognised representative for the Imperial
Airways and Air Union, and catering for the Farman,
K.L.M., Caudron, Military Service, Navigation Aerienne,
etc., I always have a stock of special petrol and oils at the

Abbeville Aerodrome. In a short time I shall have an
electrically-operated pump for refilling large planes, the
plans for this installation have been passed by the French
Air Ministry, work will be put in hand practically at once.

“ The Abbeville Aerodrome is about half-way distance
between Paris and London and an ideal landing ground,
and within 10 minutes of the town and station on the main
line for Paris and Boulogne. If by any chance any of your
lane owners or pilots are flying this way and are forced down
y contrary weather, every facihty for transport and hotel
accommodation is in operation and special prices at the best
hotel have been arranged by me.

" I have special breakdown cars and all material necessaiy'
and a garage at your disposal if required, for repairs to
aero motors, if conditions are too bad to carrv'- out the work
at the Aerodrome.

" (Signed) Geo. Nash."

piNQUE PORTS FLYING CLUB.— Ashwell-Cooke
Challenge Cup Competition. The next competition
will be held on Sunday next, June 1, at 15.30 hr., and we hojx;
that private owners returning from the Bristol Air Pageant
on the previous day will make a detour, via Lympne, in
order to compete on their way home to London.

COMMERCIAL AVIATION ! At top and bottom of this page we give panoramic views of Heston last j
Sunday, while in the centre the Lea-Francis car is “ preening ” itself on having avoided many “ bombs.”

(Flight Photos.)

590

FLIGHT, May 30, 1930

AIR

TRANSPORT

the international conference on aviation lighting

IN BERLIN

By G. H. WILSON. B.Sc. (Eng.). A.M.I.E.E.

T he development of night flying is as inevitable as
night transport by road, rail or sea has been. Already
night air mail services have been established in this
and other countries, and it is not too soon to consider the all-
important subject of lighting for night flying.

The problems encounter^ are similar to those met with
in maritime work, although probably somewhat more
intricate. In the first case, aircraft must carrj- navigation
lights, for obvious reasons of safety, and in the second, the
aerodromes at which a pilot wishes to land
must be clearly discernible and facihties must
be available which wiU permit safe landings
or ascents to be made. A desirable addition
to these essentials is the beaconing of recog-
nised airways, so that a pilot may check
his course by visual indications.

In Europe, airways must inevitably become
international in character, and it is highly
desirable that the methods of aviation lighting
be similar in all countries. In this way, the
confusion and danger which would arise from
difiering national codes of lighting can be
avoided.

With these objects in view, sectional
meetings of the International Commission
on Illumination, a body which endeavours
to study all matters bearing on illumination,
were held in Berlin on April 28. 29 and 30.

About 90 delegate attended the sessions,
representing the National Illumination Com-
mittees of the following countries : Austria,
Czecho-Slovakia, Denmark, France, Germany,

Great Britain, Holland Hungary, Japan,

Norway, Poland, Sweden, Switzerland, and
the United States. The British delegation,
which numbered 10, was constituterl as
follows : —

Cologne, when a Luft Hansa machine completed the journey
via Hannover to Berlin.

The meetings, which were held at the Technische Hoch-
schule, Charlottenburg, began on Monday, April 28, with a
.session to settle details of procedure. This was followed by
the first technical ses,sion, at which the following matters
were considered : —

For the purposes of International correspondence it is
important to have equivalent technical terms in various

IN-ITRNATIONAL CCX\n^nS5ION
ON ILLUMINATION
CONFERENCE ON
-AVL\TION UGHTING
BERLIN. .M'RlI-2t»”~NI/\YrKpO.

mis coins, was Funfii noM

niE lOMN TOIHINAI. ABOWME.
otOYMi , GUAT jariaiM.io TIC
TE>oY!u«r Aoiaaetmjjmvm.

CM THE aet" APRIL. 1C«». BY
niE ALBOMAfOS IN «MKM HE

MmSH OnPOAITA TOTHC-

intkrnahonai umeknce on
AALAI'ION IJGirmiG IR«/F.U£D
m MR EIIUM UMDONTOmUiN.
THE AirrOCRAPIIS ON TML
REVESM' were ahmt) nuiuiA;
THE mOGRES.S OP THE
n ICilT.

IB

THONiAS ED. KITailE F5Q.,
HOTEL flRJ5lUL,
IXTEX. WN IJNDEN.

BE3LLIN.

Major R. H. S. Mealing (Chairman and
Leader), Air Ministry’ ; Mr. H. \V. Green,
Capt. T. Kerr Jones, F'lt. -Lieut. E. S. Oddie,
Air Ministry ; Major J. W. Buckley, Metro-
politan-Vickers Electric Co., Ltd. ; Mr. H.
Marryat, Neon Lights (1928), Ltd. ; Dr- W. M.
Hampton Chance Brothers, Ltd. ; Mr. T. E
Ritchie, General Electric Co., Ltd. ; Mr.
A. G. Watson, Gas Accumulator Co. : Mr.
0. H. W'ilson, G.E.C. Research Laboratories
(Secretary).

In addition, Mr. C. C. I’ater.son, President
of the Commission, and Dr. W'. S. Stiles,
General Secretary, attended the meetings in
their oflicial capacities.

Eight of the del^ation flew from Croydon to
Berlin on April 26. The " Qty of Liverpool ”
(Imperial Airways) took them to Brussels and

an INTERESTING AIR MAIL COVER :
This was carried, by the Imperial Air-
ways airUner “ City of Liverpool ’ *
(Croydon-Brussels), and the Luft Hansa
machine (Brussels- Berlin), which con-
veyed the British Delegates of the First
International Conference on Aviation
Lighting to Berlin on April 26. The
reverse bears the autographs of the
delegates and the pilots, various official
cachets of the points of call en route.
H is postmarked Croydon Aerodrome,
^th April ,30, and Is backstamped
Berlin, Zentrainughafen. 26-4-30. 1 19—20.

»v

591

FLIGHT. May 30. 1930

languages, and one of the first tasks of the conference in
Berlin was to find French and German equivalents of such
terms as airway beacon, location beacon, obstruction lights,
^undary lights, landing floodlights, landing direction lights,
illuminated wind indicator, navigation lights, &c.

This having been accomplished, the delegates from the
various countries were invited to report on the present
position of aviation lighting in their respective countries,
and from the data given, endeavours were made to reach
international agreement on the requirements of the various

Boundarj- lights are used to show the safe manoeuvring
limits of an aerodrome and at the present time national views
are somewhat divergent on the best colour for these lights.
It was only pos-sible to agfree that the recommended colours
for the boundarv' lights should be red, orange or a combination
of red and white. Further study, it is hoped, will show the
superiority of one particular colour and at a later date
agreement may be possible on that colour.

For the purposes of aerodrome landing lighting two
methods appear to be available : — (1) .\erodrome floodlights,
and (2) Landing direction lights.

The International Committee on Aircraft Navigation Lights at work in Berlin. The
Chairman, M. LTngfinieur en Chef Franck (France), is second on the right-hand side of

the table.

Lighting on Aircraft

From the point of view of safety, the lighting on the
aircraft is probably the most important subject. In this
connection valuable work has already been performed by
such bodies as the C.1>N.A. (Commission Internationale de
Navigation Aerienne) and recommendations for the range
of the red and green port and starboard lights and the white
tail light have been made. For the definition of such ranges
a standard of minimum visibility must necessarily be adopted,
and in Berlin it was agreed by the International Committee
that the intensity of navigation lights shall be fixed so that
at the requisite range, their visibility shall not be less than
that of a source having an intensity of 0 • 2 candles (a tentative
figure) when seen at a distance of 1 km. In addition, the
question of the light distribution from the lamp was con-
sidered, for it is evidently undesirable that undue concen-
tration of the light into dead ahead or astern directions
should be obtain^ at the expense of that in other directions.
A form of light distribution in which the intensity vertically
upwards and downwards must not be less than 50 per cent, of
the maximum value was agreed upon.

Furthermore, endeavours were made to standardise the
types of lamps, their caps and holders, so that the keeping
of spares at aerodromes may become a simple matter. Navi-
gation and instrument lamps were dealt wdth, and the small
bayonet cap was decided upon for the first type. The
question of standardised voltage proved somewhat difficult
as both 12 V. and 24 V. systems are in use. It was recom-
mended, however, that both systems be standardised for the
present, and that further experience be gained on their relative
merits.

Aerodrome and Airway Lighting

The aerodrome and airway lighting committee considered
the various phases of the lighting problem in the order of
their importance. Obstruction lights were considered first.
These lights are used for marking obstructions on airways
and in the vicinity of aerodromes, and it was unanimously
agreed that they should be red in colour and fixed in character,
and that the disposition of the lights should be such as to
indicate the dimensions of the obstruction.

The discussion showed that pilots difler in their opinion
as to the most useful system, but it appears that the younger
generation has a preference f»r the landing floodlight. In
the first system, the ground surface is illuminated by one
or more projectors (which it was laid down must not dazzle
the pilot), and in the second, the direction of landing is
indicated by a line of small lights upon the ground. Both
systems were accepted as being satisfactory.

Except for an illuminated wind indicator, the only other !
aerodrome light of major importance is the location beacon, f
This ig in effect an aerial lighthouse used for indicating the
position of an aerodrome, and it was agreed, as a desirable
feature, that the beacon should enable the identity of the
aerodrome to be established by its own or by auxiliary signals.

In regard to the power of the light which is closely connected
with the remainder of the airway lighting, it was agreed
that the location beacon should be visible from the nearc.st
airway beacon under average \’isibility conditions.

The airway beacon, as its name implies, is for the purpo.se
of providing a visual check for aircraft. In general, beacon.'
will be used on definite air routes, and it wa.s recommended
by two countries that all airway beacons (spaced 20-30 km.
apart) should have the same character on any one airway ;
or section thereof. It w'as not possible to agree unanimously
on this point or on the question of intermediate beacon.s.
The view of the British delegation on this latter question
was that night flying pilots must be able to navigate and
should not be encouraged to fly by beacons .spaced at short j
intervals, which in bad weather may become invisible.

It has been possible in a short space to review only the
more important recommendations of the Committee. These
are now being referred back to the National Committees in
each country' for confirmation but, however little was definitely
agreed in Berlin, this much has been achieved, that a stimulus
h^ been given to the study of aviation lighting from an
international .standpoint. National Committees will now
continue their investigations, and it is to be hoped that in
September, 1931, when the International Commission on
Illumination meets in Great Britain, the recommendations
made in Berlin will be ratified and reports will indicate rapid
developments.

z^Q.

592

FLIGHT, May 30. 1930

DEVELOPMENTS AT THE “BRISTOL” ENGINE WORKS

O K Wednesday. May 21, the Bristol Aeroplane Company
invited to Filton a number of Air Ministry officials,
aircraft designers and manufacturers, techmcal press
rt-presontatives, and others interested in the engine side of the
firm's activities, either as suppliers of components or materials,
and tliercfore as part producers, or as actual users of Bristol
iii ro engines. The occasion marked the opening of a further
addition to the works near the aerodrome, the workshop
area having steadily increased since the first Bristol engines
were produced there in two converted aeroplane hangars ten
years ago. during which time the number of workpeople
employed has increased from seventy to approximately
seventeen hundred.

The guests, numbering between eighty and ninety, were first
yniertained to luncheon, following which the gathering was
di\ ided into eight parties which were conducted through the
uDrk.s, each party being headed by a thoroughly competent
guide. With characteristic eflSciency those responsible had
left nothing undone which could make of the visit a success
from all points of view. The ante-room in which the guests
assembled before luncheon was hung with plans of the works
showing the route taken during the course of production from
the ran material to the tested engine, crated and ready for
despatch, and also with many other instructive charts relating
1(1 output statistics, growth of personnel, etc. The oppor-
ninif y provided by this interval of renewing old friendships
and making fresh ones proved .something of a counter-
■ittraction, but in this it served an equally important purpose
in the day’s programme. Of the lunch it need only be said
that it was calculated to put the guests in an appreciative
. humour. A brief but hearty speech of welcome was made by
Mr W. C>. 'Verdon-Smith. A reference by Mr. Verdon-Smith
to Mr Fedden’s efforts in bringing the Bristol engines to the
ptwition which they now hold aroused warm applause from
tlip gathering, but Mr. Fedden whilst appearing duly appreci-
.ilive, remained his usual (on such occasions) silent self.

In reply. Sir Sefton Brancker. remarking that whereas he
ii>iialh had to be pushed on to his feet he was a volunteer on
this occasion, recalled that his first acquaintance with the
ftnu's products was about twenty years ago, when he was
called upon to take charge of three Bristol " box-kites ”
111 packing cases on the quayside at Calcutta in 1910 and on
tliCM- (the " Imx kites," not the packing cases) he learnt to
fly He paid a tribute to pioneer work of the late Sir George
W’hiif on the business side of the aircraft industry’, and
Congratulated the firm on their long period of success as
producers of some of the world's finest aircraft and engines,
adding that he had had the utmost confidence in both during
lii.' long flying experience.

' If the visit it is not possible to give a full account of all that
w,i5 to lie .seen, nor indeed was the time available sufficient to
allow more than a few moments to be spent in each depart-
ment. so that the material gathered in so short a time could

not be complete enough to do justice to so interesting a
matter ; a full description of the works must be reserved for
an article on that subject alone. We did, however, record a
few of the items which most impressed us, and whilst refraining
from giving statistics, there are a few figures w'hich are of
general interest.

One of the outstanding impressions is that, although the
inspection is so rigid at all stages of manufacture, the organisa-
tion is such that the system of flow ” (as distinct from
" mass") production progresses smoothly on from start to
finish in a manner usually associated with less complicated
and expensive productions. To carry out tliis system with
such an intricate mechanism as an aero engine is indeed an
achievement of efficient organisation. Although the firm's
chief customer is the Government, keen rivalry and compe-
tition exists in the industry and prices have to be considered
when orders are being placed, hence the most up-to-date
production methods must be employed and everything must
be done to avoid waste of time or material, the highest
possible standard of workmanship being, of course, the first
consideration. Bonuses are not paid on individual output,
practically all the work people being on day-rate wages ; only
a few of the semi-skilled class are employed .

.An interesting point is that the necessary concentration on
the production of standard types of engine is not allowed to
affect development work. Constant efforts are being made
to " improve the breed ” and, when as a result of intensive
research modifications or improvements are to be made to
standard tj’pes, these are incorporated, regardless of the
temporary dislocation of production plans or the scrapping
of plant, as occurred for instance last year when an entirely
new form of cylinder head and valve rocker gear was intro-
duced throughout the whole range of Jupiter engines.

Xo less than seven single-cylinder testing units are employed
for research work on cylinders, valve gear and cylinder heads,
pistons, etc. From these, indicator diagrams are taken and
temperature " explorations " are made by means of thermo-
couples. Slow-motion studies are made, with stroboscopic
apparatus, of the liehaviour of valve springs and to detect
valve bounce and similar troubles. Components made of
new materials or of differently treated materials arc tested
out in this way.

On the production side the thoroughness wdth which both
the materials and components are tested, apart from the
complete engine tests, is almost incredible. Nothing is left
to chance ; eveiything that is humanly possible is done to
ensure that no part of the engine shall fail either through
faulty material or workmanship. The following are a few
e-xamples illustrating this thoroughness. To ensure that no
mistakes are made when drawing from stores such raw
materials as steel or bronze bar, the distinctive colourings on
each, according to specification, are painted not only on the
end sections but along the whole length of the material.

Hosts and Guests at
fhe entrance of the
“Bristol” engine
works.

593

FLIGHT, May 30. 1930

A test piece is formed in-
tegral with every separate
stamping and before the
component is passed into
finished stores the test room
has to “ O.K.” the corres-
ponding test piece. In addi-
tion to accurate gauging,
certain finished parts arc,
when necessary, subjected to
a profile test, as for instance
gear teeth, screw threads,
and sections through the
hardened cups which con-
tact writh the ball ends of
the valve push rods. The
profiles of these are projected
on a screen by an electric arc
lantern, the greatly enlarged
shadow's so projected being
checked by transparent tem-
plates of the exact form re-
quired by the design, correspondingly enlarged, the allowable production of those that are
manufacturing limits being marked thereon. being pistons.

Chemical laboratories and mechanical test rooms ensure that The oil consumption of the

all raw materials are of the required specification. There is improved since honing was int
also a " standards ” department in which a specimen of every cylinder bores. Valve stems
current component is kept, some of these being sectioned to The induction spiral, valve th
show the required thickness of walls in castings, etc. The around which gas flow occurs
purpose of this " model room," as it is called, is to settle any refinement alone accounting f
dispute relating to the standard design of any component ; An interesting process fo
should an argument arise the model room specimen is called lined big-end bearing bush wa
in to decide it. is placed in the bronze sleeve

The engine tests are equally thorough. Before assembling whilst the outer surface of t
to the engine the back cover, containing the auxiliary drives, melting point of the white-m

is tested as a complete unit by dri\’ing it for a set time, impurities, w'hich are lighter tl

whilst thin oil is circulated through the lubricating passages, to the centre and are sub.secp
Each complete engine is first motored for ten hours con- It has been found that cadi
tinuously at 600 r.p.m., using spindle oil as the lubricant, protection against corrosion an
following which it is run a further two hours using castor oil. of all Jupiter engines are now
After the preliminary power tests it is given a tw'o hours’ Thz visit concluded shorti
endurance test at 90 per cent, full throttle, finishing w’ith light refreshments, those who

ten minutes at a full throttle. Followring these tests each road were provided with trans

engine is stripped down and minutely examined for any ended a most instructive an

signs of trouble. If any component is faulty a new assembly guests were Sir A. V. Roe, Sir

is substituted. To give an idea of the amount of test running Major Buchanan, Wing-Com.

that is carried out it may be remarked that the weekly fuel Mr. Berriman, Mr. Folland, M

consumption for this purpose is 5,000 gallons. Col. Outram.

BRISTXX MRD ENGINE DEFT
COMRMlAnVE DEPARTMENIAL BUILDING AREA

CORRESPONDENCE

[The Editor does not hold himself responsible for opinions expressed by correspondents. The names and addresses cf the wriur
not necessarily for publication, must in all cases accompany letters intended for insertion in these columns.]

GLIDING

[2311] The letter (2310) from Mr R. I’. Thorpe in your last
issue must have come as a shock to anyone with the least
knowledge of gliding. He seems under the impression that
gliders obtain their " power ” — an incorrect and meaningless
word in this case — by " sw'ooping."

Actually, a glider or sailplane maintains height — termed
" soaring " — by two distinct methods, viz., by " Static ”
soaring and " Dynamic '' soaring. The former depends upon
the presence of up-currents in the air. The conditions for
gain of height are simple. The upward vertical component
of the wind velocity must be greater than the least rate of
fall of the glider. Up to the present this method of soaring is
the only one bv which continuous gain of height has been
achieved. On the other hand, dynamic soaring depends upon
the variations of wind velocity, either from time to time or
from place to place. The theory is fairly well understood,
but in practice the difficulty is liat the pilot is required to
move his controls in such a manner as to take advantage of the
gusts In a head wind of varying velocity the resulting
“ ideal " motion of the glider would approximate to a series
of '■ swoops " of varying magnitude. I have heard that sail-
plane pilots have roll^ their machines in order to take
advantage of side ga.sts, but whether height is actually gained
is uncertain. In calm weather ” — Mr. Thorpe's expression
— manoeuvres such as this would be of no use whatever, and a
" swoop ” would result in considerable loss of height.

As far as I am aware no successful instrument has yet

been invented to show the pilot what he wishes to know,
viz., whether the w'ind is " freshening " or “ fading.” 1
should like to correspond w'ith .Mr. Thorpe on the subject of
his invention to make use of " pilot power." Frankly. I am
sceptical, but I am willing to be convinced.

J. H. Payne.

South Kensington, S.W.7.

-May 23. 1930.

A CORRECTION

[2.112] My attention has been drawn to the report that
you give in your issue of May 16, of a sjieech that I made upon
the occasion of the twenty-first anniversary’ of the Air
League. You say that 1 ” supported Sir Alan Anderson
with a diatribe against the Government policy." Either 1
must have expressed myself badly or your reporter must have
incorrectly heard what I said, for from start to finish I did
no such thing. I stated that all governments, my own
included, were apt to say no to new inventions, but from
criticism of the present Government 1 carefully refrained
1 have always bwn anxious to keep air questions out of
party politics, and nothing that I said in my speech at the
-Air i.-eaguc in any way transgressed my habitual attitude. I
may add that tte reports of my speech in other papers
confirm my ow’n memory of what I actually said.

Samuel Hoare.

London, S.W.3.

May 23, 1930.

I > <

FLIGHT, May 30. 1930

THE ROYAi^lR FORCE

London Gaiette, May 20, 1930
General Duties Branch

"I he foUg. are granted temp, commas, as Flying Officers on attachment for
iluivwith R..4.F. (May 1 1). Lieutenants, R.N. — Cecil Kenneth .Ashwanden :
I.mies Arthur Laurence Drummond. ‘^ub-Lieutenants, R.N. — Gerald
j)onald .Anderson; Thomas Walter Townsend Blackwell; John de Filek
l.iso ; George Bodley Kingdon ; Wilfrid Henry Gerald Sanpt ; William
i.erald Williams. Lieutenant, R.M. — Nigel Roh^ Mackie Skene.

The follg. Pilot Officers on probation are confirmed in rank (April 28) : —
I icrek Richard Charles Barrois de Sarigny ; Charles Milsom Rees.

The follg. Pilot Officers arc promoted to rank of Flying Officer ; — Wilfrid
Svrinev Charles Adams (Feb. 24) ; Francis Joseph St. George Braithwaite,
and Robert Harston (March 7) ; Harold Basset Collins, and Geofircy Cuvier
Holland (March 28) : Denis Hensley Fulton Barnett (April .A) ; Frank Read
i.Vpril 8) : Charles Richard John Hawkins, Michael Thomas .Mary Hyland, and
Itrian .Arthur Oakley (.April 12) ; Edward Gerard Granrille, and Gershora
I rcderio Parkington O'Farrell (May 2).

Group Captain Saches-erell .Arthur Hebden, O.B.E., is placed on retired
lid (May 17).

RF.SERVE OF AIR FORCE OFFICERS
General Duties Branch

The following are granted commas, in Qass AA (ii) as Pilot Officers on
pnjbatioD : B. E. A. Pollard-Urquhart ; March 18. N. J. Tindal ; April 29.
K R. Boulton is granted a commn. in Class A as a Pilot Officer on probation ;
)iay 6. The following Pilot Officers on probation are confirmed in rank • —
1 A. Ingles. S. H. R. Clarke; April II. G. A. Honiblower ; .April 12.
P. C. Hordern; .April 15. C. G. Fraser, J. E. Walker; May 6. E. G.
Curtice ; May 9.

The follg. are grunted commi.ssions in Class A. A. (ii) as Pilot Officers on

probation : — .Allan Moncrieff Alaclachlan (May 5) ; Richard Whitelegge
O'Sullivan (May 5).

Pilot Officer James Paton is promoted to rank of Flying Officer (May 13).
Fltfing Officer Charles Pakenham Vines is transferred from Class .A to Class C
(April 4). (Substituted for Gasette April 15.)

The follg. Flying Officers are transferred from Class B.B. to Class C. : —
■Alexander Robert John Savage (March 24). Gerard Bowes Kingston
James (May 2).

Flying Officer William Newton I.ancaster relinquishes his commn. on
completion of service (.April 30). Flight Lt. Charles Fenn relinquishes h*s
coramn. on completion of sendee, and is permitted to retain his rank (.April 28).
Firing Officer James Edward Doran-Webb relinquishes his commn. on
account of ill-health and is permitted to retain his rank (May 21).

Medical Branch

Flying Officer Frank George Mogg is granted a commn. in Special Resen'c
on resignation of his commission in Class D.D. (.March 4). Flight Lt. James
Burgess Woodrow relinquishes his commission on completion of sendee
(April 24).

AUXILIARY AIR FORCE

General Duties Branch

No. 602 (City or Glasgow) (Bouber) Sqiiadro.v. — T he following to be
Pilot Officer : — H. Land ; Feb. 27.

No. 604 (County OF Middlesf.x) (Bohber) Squaoros. — Lt.-Col. Alan Sidney
Whitehom Dorc, D.S.O., to be Squadron Leader (Honorary Wing Commander)
and to roinmund the &|uadmn (March 19). The follg. to be Pilot Officer —
.Abraham Eyre Chatterton (March 19).

No. 605 (Coi'STV or Warwick) (Bomber/ SquAnRos.— Pilot Officer Sydney
John Huins relinquishes his commn. on account of ill-health and is permitted
to retain his rank (.April 24). (Substituted for Gazette May 6.)

ROYAL AIR FORCE INTELLIGENCE

Appointmmta. — The following appointments in the R. A.F, are notified ; —
Stores Branch

Flight Lieutenant F. C. Griffin, to No. 2 Stores (Ammunition) Depot,
Altrincham : 4.5.30.

Firing Officers A. A. Quayle, to .Aircraft Depot, India. 16.4.30. J. E.
Welman, to Home .Aircraft Depot, Henlow, 25.4.30.

Pilot Offieers : B. A. Oakley, to No. 36 Sqdn., Donibristle ; 13.5.30. D. J.
Douthwaitc, to R.A.F. Base, Gosport; 11.5.30. R. C. Keary, to R.A.F.
Base, Gosport ; 1 1.5.30. Tlie undermentioned are all posted to the Home
.Aircralt Depot, Henlow, with effect from 28.4.30 : — F. C. Read, W A. Lee,
I.. Llewellyn, E. N. Lowe, J. W. C. Revill, G. C. Alien, B. S. Cartmcl.

Medical Branch

OroHp Captain J. MacGregor. MX., to K..A.F. Depot, rxbridge, Super-
numerary, on transfer to Home Hstah.. 20.4.3U.

<ijitadroH iMder W. £. Hodgins, to H.Q., Inland Area, Stannture ; 5.5.30.

Lieutenant C. P. O’Toole, to R.A.F. Depot, Uxbridge : 23.3.30.
Flight-Lieutenant P. D. Barling, to No. 3 Flying Training Sch., Grantham.
2.3,fi..30

Officer A. H. Barrilay, to Station H.Q., Hawkmge ; 17.5.30.
Chaplains* Branch

The Revd. A. R. A. Watson, M.A., to Elec, and Wireless Sch., Cranwell, on
appointment to a Short Service Commn. ; 1.5.30.

❖ ^

CROYDON WEEKLY NOTES

T he arrival of the Kokker F IX on Monday, May 19,
aroused great interest and admiration — she really is
an amazing piece of aero engineering, and an example
of Dutch thoroughness and ingenuity.

Designed to carry 18 to 20 passengers and two crew, she
will — as has been repeatedly proved — fly on any two of her
three Jupiter engines with full load. Mr. Sillivus^the pilot —
gave several demonstration flights, and it was found that the
machine, with 12 passengers up, took only 6 secs, to “ un-
stick," which is surely remarkable for such a large " ’bus.”
Ihe very spacious pilots’ cockpit is entirely enclosed, and
of course fitted with dual control.

Tlie passenger cabin is equal in comfort to a first-class
Pullman car. Measuring approximately 18 ft. by 7 ft. by
ft. 3 in., there is not only plenty of space to stretch one's
legs, but almost room to promenade.

The undercarriage, which is of the usual Fokker two-halves
type, with shock-absorber struts secured to the Power Eggs,
ha.s a track of 23 ft., and the wheel brakes may be operated
indejiendently of each other.

Sjieeds. — Maximum, 132; cruising, 115; minimum, 67
m.p.h. Range, 685 miles in 6^ hrs.

The Secretary of State for Air left Northolt for Antwerp
on Tuesday, but had to " put in ” at Ostend, owing to bad
weather.

Stack left Heston early Wednesday morning on
-Moth G-EBUF for Rome, in connection with his business
tour for Smith & Sons., the world-renowned firm of instrument
manufacturers. He expects to visit Rome, Madrid. Milan,
Brussels and other capitals.

I'riday was a day of unusual interest to Croydon, for in the
morning O. P. Jones piloted the Argosy G- A AC I to Glasgow,
with the Prime Minister and Miss Ishbel MacDonald as
prissengers. l^ter in the day, H.R.H. the Prince of Wales
® * Hendon for Bcrck, with Fljdng Officer Fielden — the
™ /o/W both Lympne and Alprech. An example to

and Ogilvie-Forbes completed their
It - 1 . tests for " B " licences on Friday night. Jack

. ^ f band of 18 pierformers had a very " sticky ’’

>P rom Rotterdam on the Fokker F.9 on Sunday, May 25,
nning into foul weather, they were over 2 hrs. flying in
the mist in south-east England.

IS most gratifying to note that the Dutch pilot was so

pleased with the help he obtained from D/F positions and
bearings, that his first act on landing was to go straight to the
control tower and thank the duty officer and wireless staff.

Quite a brisk trade was done in joy riding by Gordon P.
Oliey at Heston on Sunday, where, in spite of the miserable
weather, he took up a total of 160 passengers, on short trips
in the .\rgosy, during a meeting arranged by Auto-Auctions,
Ltd., the Bluebird agents. By the way, " G.P.O.” has again
been distinguishing him.self by beating liners by a " short
head."

On this occasion, he flew a sub-editor of the Atlantic
Daily Mail to Cherbourg to catch the outgoing R.M.S.
Berengaria, which left Southampton at 9 a.m. on Saturday.
Starting 3J hrs. later from Croydon, he .was ea.sily able to
fulfil his mission.

Lieut. -Col. G. L. P. Henderson, M.C., A.F.C., has opiened
a Bureau in the Central Hall of the Terminal Building,
where he caters for every possible branch of aviation — aerial
tours, sjjecial charter machines, construction, maintenance,
repairs, insurance, and instruction. Those consulting him
will have the benefit of his vast all-round experience, extend-
ing over 15 years, with 5,000 hrs. in the air, behind his advice.
" Hcndy " is modifying his Junkers 13 to be either a six-
seater for short flights, or alternatively to take extra tanks
for long-distance flights up to 12 hrs. with two passengers.
Mr. “ Jock " .Anderson, pilot, parachutist, and ground
engineer, is in charge of the technical maintenance side of
the concern.

For week May 15 to 21 — 939 passengers —93 tons goods —
were handled at Croydon.

' ‘ T here were sounds of revelry by night in the Kentish capital ’ ’ —
when the Belgian freighter running into vile weather in the
early hours of Friday, being unable to make Croydon decided
to " stick around " Maidstone for over 2J hrs. The noise
of the engines at low altitude brought hundreds of people
from their beds — some thought a new war had started.

The police rang up the control tower several times, fran-
tically requesting the duty officer to " Move the machine on,”
but the combined efforts of all concerned were without avail.
The " Giant air liner,” finding herself hemmed in by low
cloud, flew merrily round and round until the first crack
o’dawn, when taking advantage of a slight temporary
improvement in the weather, she made a “ sortie,” and
landed at L\Tnpne. " Bill.”

595

FLIGHT May 30, 1930

DOPING WITHOUT A SHOP

U SUALL\ one associates with the jirocess of app]%’ing
dope to aircraft fabric a shop in which all sort's of
precautions have to be taken. The temperature
has to be kept fairly high, SS-TO" F., and the relative humidity
must not exceed 80 per cent. Ventilation must be the best
possible, and so forth. The idea that it is possible to dope
an aircraft in the open air does not occur to one, or if it does,
one thinks of it as a sort of unattainable ideal which would
be yert' convenient indeed, but which one has no hopes of
realising. Consequently, it comes as something of a surprise
to learn, from Cellon. Limited, that such a very convenient
procedure is not an ideal but an accomplished fact. Thanks
to Mr. Wallace Barr and his chemists, it is now possible to
dope any aircraft part, or a complete machine, out in the
open, where the fumes arc carried away by the wind without
the need for an e.\pensive ventilation plant, etc. Moreover,
the new doping scheme permits of working in quite low
temperatures. In fact, the process has been successfully
applied in toe open air at temperatures considerably below
freezing point ! Nor is a comparatively dr>’ atmosphere
required. The scheme works well in a relative humidity
of up to 90 per cent.

The new Cellon scheme, known as " Doping Scheme C 2,”
enables an aircraft manufacturer to carr\' out his doping in
the erecting shop instead of having to move the large com-
ponents of a machine to a special doping shop, a ver\’ consider-
able convenience in many cases. It will, however, be the
Joy Ride ’’ concern which will derive the greatest benefit
from the new doping scheme. Tounng about the countr^•
from place to place, with no pernianent buildings
in which to carry out the work, the jov-rider will be able to
dope his machines in the open air on any particular field on
which he finds himself by the time one of his machines
requires re-doping. The small aircraft manufacturer, who
starts work in a small shed (as .several are doing just at the
present time), will al.so benefit greatly from the latest results
of Mr. W allace Barr's ingenuity. Wherever he may happen
to be building his machine, he can dope it in the same .shop,
provided he takes reasonable care that no other work is
proceeding at the time wliich raises a lot of dust. The writer
of these notes, some years ago. had the rather eccentric
idea of building a canoe consistiiTg of a very light framework
braced by piano wire and covered with aeroplane fabric.
To keep the fabric taut and waterproof, Cellon dop e was
ernployed. But the application of the dope (carried out in
mid-winter) had to be done in a small room heated by an
oil stove, and with the windows shut. For weeks after-
wards the smell and taste of dope remained in one's breath,
much to the disgust of toe family. If Mr. Wallace Barr’s
C2 scheme had been available then, it would have been a
godsend 1

The " C2 ” doping scheme has been approved by toe Air
Ministry, and is especially intended for aluminium finishes,
as complete doping can be carried out with two to three
coats of pigmented dope of the required shade, followed bv
two to three coats of aluminium dope, thus eUminating the
use of notro dope covering.

The Cellon materials used under " C2 ” scheme
are as follows ; 1, Pigmented acetate dope scheme C2 in all
sta ndar d colours. 2. Aluminium acetate dope scheme C2.
3, Nitro identification colours and transparent dope covering
scheme C2. 4, Thinning solution, type T.16. ,S, Brush or

spray cleaning solution, type T.9. 6. First coat transparent

acetate dope scheme C2. Item 6 is onlv supplied when
specially requested .

Further particulars concerning the new doping scheme can
be obtained upon application to Cellon, Limited, Upper
Ham Road, Kingston-on-Thames, and the technical depart-
ment of the firm will be pleased to attend to any difficulties
that may' be encountered, or to demonstrate the .spray-ing and
brushing of dopes.

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MODELS

THE FLIGHT CUP HANDICAP COMPETITION

T his competition attracted a large number of entries,
both the Society of Model .\eronautical Engineers
and the Model Aircraft Club being well represented.
Prize winners and record holders for the season 1929 were
handicapped to the extent of 5 sec. for each first place, and
re^rd held, 3 sec. for each second place, and 2 sec. for each
third place. The deductions being made from the best
recorded durations. The model rising from the ground.

The rapid advance in the design and performance of the
fuselage model was soon in evidence.

Mr. M. Willis got his model away’ perfectly into aslighi
breeze. The model climbed steadily in large sweeping circle.s.
and soon attained an altitude of about 120 ft. It continued
to circle without losing height, until the power ran out after
about 60 seconds, then the model seemed to hover for some
time before it came gliding down slow'ly, finally to touch
ground after the record-breaking flight of 97 j sec. duration,
an improvement of 12j( sec. on the exi.sting British record
for this tyjie of machine.

Messrs. Bullock, Pelly’-Fry’, New’ell, Iv’es. Welding and
Gibson each put up magnificent flights at a great height,
their models making perfect three-point landings. However,
Willis's effort could not be equalled, although Ives came
near it with a flight of 84;J- sec.

The flying was, without doubt, the best ever seen at Wimble
don Common.

It would be very nice if .some of the other model aircralt
clubs could send representatives to compete with the S.M.A.K
and the T.M.A.C. We have in mind the Halton Aircraft
Society, the Brittanic Aeroplane Club, the Model Aircraft
Construction Club (Nottingham), Harrogate, etc.

Result. — 1st, Mr. A. M. Willis, T.M.A.C., 97 — 3 = 94;
sec.; 2nd, Mr T. H. Ives, S.M.A.E., 84 — 0 = 84i

sec. ; 3rd, Mr. T. H. Newell, T.M.A.C., 75— 15 = 60 sec.

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PUBLICATION RECEIVED

Jniirmtl oj the Royal .Aeronautical Society with which
incorporated The Jnsiihition of .Aerovauitcal t.ngineer>
l\o. 233. I ol. XXXIV. May, 1930. Royal Aeronautical
5?ociety, 7, Albemarle Street, W.I. Price 3.?. dd.

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NEW COMI'ANV KEGlSTEKEl)

W.ALCOT .tlK LIXE. LTD., .S, South Street, Fiii.sbur>'. L.C.3, — Capita*
i’lO.lMKJ, ill /I sharrs Manufarturrrs of and dealers in. letters to birr and
repairers of aeroplane^., hydroplanes, airships, balloons, aeronautical app.*
ratus engineers, etc. Directors • E. Seton. 7, Baber Stre«?i, W. I., leather
goods manufacturer ; \\. G. .Anthony, 43. Augusta (iardens. Eolkestom-,
land owner; L. Stanley, The Close. Thariie<4 Ditton, C.A. Secretary : I-. f.
Parson**.

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AERONAUTICAL PATENT SPECIFICATIONS

iAbbreviaiions : Cyl. — cylinder; i.c. ■= internal combustion ; m. innton,.
The DUmbcis in brackets are those under which the Specification will
be printed and abridged, etc.)

APPLIED FOR IN 1928

Published May 29, 1930

35.787. WuiTEiiEAD Torpedo Co.. Ltd., and A. E. Jones, l.rvices fnr
carryiufi heavy bodies tin, and releasing from, nirrnitt
(328.8fi2.)

- APPLIED FOR IN 1929

PutJhkeJ May 29. 1930

3.128. G. Bennie. Guiding means for aircraft, etc. (328,600.)

4,7.57. Soi'. .A.nos. Fonderia del Pionone. Parachutes. (.328.704.1
14,632. Armstrovo Siddelev Motors. Ltd., and S. M. Viale. Lubricatjer
of engines. (328.809.)

18.264. M. J.-H. Barbarou. Coimeeting-rods of engines with radiall'.
arranged cylinders. (314,945.)

18,371. J. H. Davis and Aik Line TRANseoHTATiON Co. Aeniplane-
(.T28.842.)

IK.8IK. BoVLTOy AND Pacl, Lto., anti J D. Vokth. Frames for nai‘>
airships. (328,843.)

24,293. Rohrbach JlETALl-Fi.rczEvnBAV Ges. Seaplane floats and hull-
(317,086.)

FLIGHT, The Aircraft Engineer and Airships
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